LE MANS 24 HOURS: MEGAGUIDE
by
Wolf Feather/Jamie Stafford
FEATHER7@IX.NETCOM.COM
Initial Version Completed: October 3, 2002
FINAL VERSION Completed: October 15, 2002
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CONTENTS
Spacing and Length
Permissions
Introduction
Game Modes
The Circuits
Tips for Championships
Championships And Set-Ups
Time Trial Tips
Time Trial Goal Times
Time Trial Circuit-Specific Tips
Tires
General Tips
Surviving an Endurance Race
Le Mans 2000: Time Compression
Le Mans 2000: Suggested Car Set-ups
Le Mans 2000: General Tips
Le Mans 2000: Circuit Overview
Petit Le Mans: Time Compression
Petit Le Mans: Suggested Car Set-ups
Petit Le Mans: General Tips
Petit Le Mans: Circuit Overview
Strategy for Unlocking All Elements in Le Mans 24 Hours
Team Information
Audi Sport Team Joest
Audi Sport UK
BMW Motorsport
Bonnet Didier
Carsport Holland
Chamberlain Engineering
Corvette Racing
Courage Competition
Freisinger Motorsport
GTC Competition
Jaguar
JMB Competition
Joest Racing
Johansson Matthews Racing
Konrad Motorsport
Kremer Racing
La Filiere ELF
Lancia
Larbre Competition
Mopar Team Oreca
Multimatic Motorsports
Newcastle Lister Storm
Nissan Motorsports
Panoz Motorsports
Paul Belmondo Racing
Pescarolo Sport
Peugeot Talbot Sport
Pilot Racing
Riley & Scott Europe
ROC
Roock Racing
Sauber
SMG
Team Augusta Racing
Team Cadillac
Team Dams
Team Den Bla
Team Goh
Team Marcos
Team Oreca
Team Rafanelli
Thomas Bscher Promotion
TV Asahi Team Dragon
Welter Gerard
Details: Le Mans
Details: Bugatti
Details: Brno
Details: Donington National
Details: Donington Grand Prix
Details: Catalunya National
Details: Catalunya Grand Prix
Details: Suzuka East
Details: Suzuka West
Details: Suzuka Grand Prix
Details: Road Atlanta
Details: Road Atlanta National
Details: Reverse Courses
Completely Subjective Section
Unlocking Circuits (Spoilers!!!!!)
Unlocking Cars (Spoilers!!!!!)
Information on the Web (Le Mans 2000 and Petit Le Mans)
Wish List
Contact
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SPACING AND LENGTH
For optimum readability, this driving guide should be
viewed/printed using a monowidth font, such as Courier.
Check for appropriate font setting by making sure the numbers
and letters below line up:
1234567890123456789012345678901234567890123456789012
ABCDEFGHIJKLMNOPQRSTUVWXYZabcdefghijklmnopqrstuvwxyz
This guide is more than 130 pages long in the Macintosh
version of Microsoft Word 98 using single-spaced Courier 12
font.
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PERMISSIONS
This guide may ONLY be posted on FeatherGuides, GameFAQs.com,
PSXCodez.com, Cheatcc.com, Absolute-PlayStation.com,
InsidePS2Games.com, RedCoupe, gamesover.com, CheatPlanet.com,
The Cheat Empire, a2zweblinks.com, Gameguru,
GameReactors.com, cheatingplanet.com, vgstrategies.com,
CheatHeaven, IGN, hellzgate, Games Domain, RobsGaming.com,
ps2fantasy.com, and neoseeker.com.
Permission is granted to download and print one copy of this
game guide for personal use.
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INTRODUCTION
This Le Mans 24 Hours: Megaguide comprises much of the
information available in my several smaller guides, plus new
information and a few corrections. This is THE guide readers
should read/download/print to gain all the information
possible for Le Mans 24 Hours.
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GAME MODES
Le Mans 24 Hours features five game modes:
1.) Quick Race allows you to immediately get started racing.
Only four courses are initially available, however, more
courses (including the three reverse-direction courses, all
unlocked simultaneously) will be unlocked as you win races;
see Unlocking Circuits (Spoilers!!!!!) below for details.
However, when first playing Le Mans 24 Hours (or ANY racing
game with a Time Trial, Free Run, or similar mode), it would
be best to start with Time Trail instead to learn the many
courses.
2.) Championship presents you with increasingly-difficult
championship series; only the Rookie GT Championship is
initially available, but winning each series unlocks the next
series. However, the circuits listed in the game manual for
each championship series are not necessarily the same
circuits actually used in the game.
3.) Le Mans mode allows you to race for varying amounts of
time in either Petit Le Mans (up to 10 hours at Road Atlanta)
or Le Mans 2000 (up to 24 hours). Winning at each race
length (measured in time) unlocks more cars; see Unlocking
Cars (Spoilers!!!!!) below for details.
4.) Multiplayer allows for one-on-one competition.
5.) Time Trial is a great place to begin, allowing you to
learn the courses on your own pace, with no other vehicles on
the circuits with you to distract you. Once you learn the
courses, this is where you can really work to improve your
lap times. Beat the Goal Time for each course (normally two
to four seconds slower than the Record Time for each course)
to unlock a bonus car. Only four courses are initially
available in Time Trial, but more will be opened as you win
races in Quick Race mode; see Unlocking Circuits
(Spoilers!!!!!) below for details.
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THE CIRCUITS
Here are the circuits available in Le Mans 24 Hours, along
with brief descriptions (see the detailed driving
instructions near the end of the guide for information on
safely and quickly navigating each circuit):
Le Mans The longest circuit of the game,
Le Mans is quite challenging,
especially when approaching the
Pits and Front Straightaway. Keep
an eye on the tire and fuel
indicators; if you run out of fuel
or sufficient traction on the
back side of the circuit, you may
as well just quit the race.
Bugatti This is the permanent section of
the Le Mans circuit. High speeds
are not really effective here with
all the technical corners.
Brno If not for the many hills, this
would be a really great circuit.
As it is, great speeds can be
achieved here, especially with a
low-downforce set-up, but
cornering can be somewhat
difficult. This circuit would be
EXCEPTIONALLY FUN with a
motorcycle!!!!!
Donington National Good speeds can be achieved at
Donington, but there are several
tight corners which will really
challenge low-downforce cars.
Donington Grand Prix Identical to Donington National,
with the addition of a nasty
chicane and two tight hairpins.
Catalunya National A quick course, but the first turn
(a hairpin) is sharp.
Catalunya Grand Prix An excellent circuit with high
speeds possible. This circuit
will be quite familiar to those
who have played F1-based games
such as F1 Championship Season
2000.
Suzuka East The Suzuka East circuit includes
the famous figure-eight crossover.
Good use of the draft can be very
beneficial here.
Suzuka West The S-curves can be quite
dangerous, but they do provide
excellent passing opportunities if
you can brake deeper than the cars
in front of you and/or have
superior acceleration for corner
exits.
Suzuka Grand Prix This circuit will also be quite
familiar to those who have played
F1-based and motorcycle-based
games. This is the most famous
circuit in Japan, and perhaps in
all of Asia.
Road Atlanta National This course provides steep
elevation changes, tempering
significant straightaways with
blind corners.
Road Atlanta This course provides steep
elevation changes, tempering
significant straightaways with
blind corners. This course has
been offered in other racing
games, so some players may
already be rather familiar with
the Road Atlanta circuit.
There are also three official reverse courses: Reverse Brno,
Reverse Donington National, and Reverse Donington Grand Prix.
Of course, you can drive in reverse on any course at any
time, but this is certainly NOT recommended, especially
during a race!!!!!
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TIPS FOR CHAMPIONSHIPS
In a Championship series, if you can win all the initial
races, you may be able to win the series overall even if you
decide not to participate in one of the final races of the
series; similarly, you may be able to skip a race at a
circuit you do not particularly like (or, depending on your
point of view, which does not particularly like you) and
still be able to win the overall series if you can win at
most or all of the remaining circuits. Unfortunately, Le
Mans 24 Hours does not provide a Forfeit (or similar) option,
so you are required to actually go out to the track; from
here, press Start, select Quit, and confirm to cancel out of
a race.
For races with a standing start, DO NOT hold down the
accelerator while you wait for the lights to change to green;
this will not produce any benefits in Le Mans 24 Hours, and
will actually put you far behind everyone else due to
excessive wheelspin. Instead, keep off the accelerator, and
try to time its application with the exact millisecond the
lights turn green. This will reduce wheelspin due to
excessive engine revs, thus applying all available power to
the tires. On some circuits, if you use this strategy from a
starting position at the very back of the grid, you can pass
up to half of your competitors before reaching the first
corner!!!
To the extent possible, keep to the approved racing surfaces
(pavement, concrete, rumble strips). Grass will slow you
down greatly, and sand traps (a.k.a. kitty litterı) will
essentially bring you to an immediate halt.
To pass, use the draft; this is especially effective in
prototype cars. Or, if you feel a bit rowdy, ram or
sideswipe the car in front of you (especially on or just
before corner entry) to knock it out of your way and send it
careening off-course. If you ram a car hard enough from
behind, it is possible to send the other vehicle flipping
end-over-end or into a continuous-roll accident; a goodı
place to do this is coming into the final chicane at Road
Atlanta, sending cars into the barriers blocking any
shortcutting of the chicane.
If you do not choose to qualify, you will automatically start
in last place; therefore, you have nothing to lose and A LOT
to gain by qualifying. If you can qualify on Pole, that can
mean up to twenty-three FEWER passes you will need to make as
a race progresses. This may not be very significant in
shorter races, but in the longer (Le Mans and Petit Le Mans)
races, this could become a significant factor, especially in
relation to Pit strategy.
If you are in first place and begin lapping other cars, those
cars one or more laps behind you will have blue indicators on
the track map.
Fortunately, should you run out of fuel, your race does not
automatically come to an end like in some other racing games.
Instead, you will simply start slowing, and will not be able
to accelerate much unless you can convince gravity to help
you ­ IF you are fortunate enough to be heading downhill.
Therefore, always keep an eye on your fuel gauge and be
constantly mindful of the on-screen information displays at
the top-center of the screen.
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CHAMPIONSHIPS AND SET-UPS
Here are the eight Championships included in Le Mans 24
Hours, as well as suggested car set-ups for each race of each
championship:
Rookie GT (5 laps, GT class only, 11 competitors)
Suzuka East (dusk)
Downforce: Medium
Fuel: Full
Tires: Soft
Gear Ratio: Acceleration
Engine: Sprint
Notes: Setting the Gear Ratio to Acceleration will help
with the many S-curves.
Donington National
Downforce: Low
Fuel: Full
Tires: Soft
Gear Ratio: Acceleration
Engine: Sprint
Notes: Take caution when cornering, especially for the
chicane.
Road Atlanta National (dusk)
Downforce: Medium
Fuel: Full
Tires: Soft
Gear Ratio: Acceleration
Engine: Sprint
Pro GT (5 laps, GT only, 11 competitors)
Suzuka West (dusk)
Downforce: Medium
Fuel: Full
Tires: Soft
Gear Ratio: Acceleration
Engine: Sprint
Catalunya National (dusk)
Downforce: Medium
Fuel: Full
Tires: Soft
Gear Ratio: Acceleration
Engine: Sprint
Road Atlanta
Downforce: Low
Fuel: Full
Tires: Soft
Gear Ratio: Top Speed
Engine: Sprint
Notes: This set-up is great for the long stretches of
the circuit. Extreme care must be taken with
the S-curves and the chicane.
GT Endurance (10 laps, GT only, 11 competitors)
Donington Grand Prix
Downforce: Low
Fuel: Full
Tires: Soft
Gear Ratio: Acceleration
Engine: Sprint
Notes: Care is required in cornering, especially at the
chicane.
Bugatti
Downforce: Medium
Fuel: Full
Tires: Soft
Gear Ratio: Acceleration
Engine: Sprint
Open Prototype (10 laps, Open Prototype only, 13 competitors)
Brno
Downforce: Low
Fuel: Full
Tires: Soft
Gear Ratio: Top Speed
Engine: Sprint
Notes: This is a very high-speed circuit, which makes
cornering trickier than usual. Beware other
cars in Turn 1, as some tend to go off-course
here.
Catalunya Grand Prix
Downforce: Medium
Fuel: Full
Tires: Soft
Gear Ratio: Balance
Engine: Sprint
Notes: Car set-up is tricky here; Pit Straight is so
long that it requires a low-downforce/high-speed
set-up, yet the rest of the circuit is rather
technical, needing a high-downforce/low-speed
set-up.
Suzuka Grand Prix
Downforce: Medium
Fuel: Full
Tires: Soft
Gear Ratio: Acceleration
Engine: Sprint
Notes: Care is required in the initial S-curves and the
chicane. Note that shortcutting the chicane is
not possible due to the barriers.
Closed Prototype (10 laps, Closed Prototype only, 10
competitors)
Bugatti
Downforce: Medium
Fuel: Full
Tires: Soft
Gear Ratio: Acceleration
Engine: Sprint
Donington Grand Prix
Downforce: Low
Fuel: Full
Tires: Soft
Gear Ratio: Acceleration
Engine: Sprint
Notes: Extreme care is required in the chicane and the
hairpins behind the main grandstands.
Road Atlanta
Downforce: Low
Fuel: Full
Tires: Soft
Gear Ratio: Top Speed
Engine: Sprint
Notes: This set-up is great for the long stretches of
the circuit. Extreme care must be taken with
the S-curves and the chicane.
Prototype Endurance (15 laps, Open or Closed Prototype,
10 competitors)
Catalunya Grand Prix
Downforce: Medium
Fuel: Full
Tires: Soft
Gear Ratio: Balance
Engine: Sprint
Notes: Car set-up is tricky here; Pit Straight is so
long that it requires a low-downforce/high-speed
set-up, yet the rest of the circuit is rather
technical, needing a high-downforce/low-speed
set-up.
Road Atlanta
Downforce: Low
Fuel: Full
Tires: Soft
Gear Ratio: Top Speed
Engine: Sprint
Notes: This set-up is great for the long stretches of
the circuit. Extreme care must be taken with
the S-curves and the chicane.
Suzuka Grand Prix
Downforce: Medium
Fuel: Full
Tires: Soft
Gear Ratio: Acceleration
Engine: Sprint
Notes: Care is required in the initial S-curves and the
chicane. Note that shortcutting the chicane is
not possible due to the barriers.
Super Endurance (10 laps, any car class, 14 competitors)
Suzuka Grand Prix
Downforce: Medium
Fuel: Full
Tires: Soft
Gear Ratio: Acceleration
Engine: Sprint
Brno
Downforce: Low
Fuel: Full
Tires: Soft
Gear Ratio: Top Speed
Engine: Sprint
Catalunya Grand Prix
Downforce: Medium
Fuel: Full
Tires: Soft
Gear Ratio: Balance
Engine: Sprint
Bugatti
Downforce: Medium
Fuel: Full
Tires: Soft
Gear Ratio: Acceleration
Engine: Sprint
Notes:
Donington Grand Prix
Downforce: Low
Fuel: Full
Tires: Soft
Gear Ratio: Acceleration
Engine: Sprint
Winter Challenge (15 laps, any car class, 14 competitors)
Road Atlanta
Downforce: Medium
Fuel: Full
Tires: Wet
Gear Ratio: Top Speed
Engine: Sprint
Notes: This race takes place entirely in very wet
conditions. The use of Top Speed for the Gear
Ratio setting will help to reduce wheelspin as
the car powers out of corners and also on the
standing start. The initial S-curves can be
very tricky due to the very wet conditions.
Brno
Downforce: Medium
Fuel: Full
Tires: Wet
Gear Ratio: Top Speed
Engine: Sprint
Notes: This race takes place entirely in very wet
conditions. The use of Top Speed for the Gear
Ratio setting will help to reduce wheelspin as
the car powers out of corners and also on the
standing start.
Suzuka Grand Prix
Downforce: High
Fuel: Full
Tires: Wet
Gear Ratio: Top Speed
Engine: Sprint
Notes: This race takes place entirely in very wet
conditions. The use of Top Speed for the Gear
Ratio setting will help to reduce wheelspin as
the car powers out of corners and also on the
standing start. The initial S-curves can be
very tricky due to the very wet conditions, but
cornering should be made easier by using a High
setting for Downforce; however, this will
seriously reduce top-end speed on the long
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TIME TRIAL TIPS
In Time Trial mode, you will always begin from a standing
start. This means that it will not be possible to best the
Goal Time on the initial lap. However, take this opportunity
to practice a standing start with no other vehicles on the
starting grid to distract you. Also, on this initial lap,
brake VERY early and take corners VERY slowly to save the
tires (see the next tip below); come up to full racing speed
only in the final corner(s) of the circuit.
While there are no tire wear indicators on the screen when in
Time Trial mode, tire wear does indeed occur; this is
especially noticeable if using soft tires (you should be
using soft tires anyhow, as they provide the best traction,
which you will definitely need to better the Goal Times).
Once you have completed about six to eight laps, the tires
will no longer be of benefit to you, and will likely be a
detriment to you; since any trip to Pit Lane is drive-through
only with no servicing permitted, you will be forced to quit
Time Trial mode and return to gain fresh tires (and more
fuel).
The Goal Time for most circuits is set so low that ANY off-
course excursion will almost automatically put you out of
contention for besting the Goal Time in that lap. In this
case, get back on the pavement as quickly as possible, and
drive slowly (like on the first lap) to save the tires,
coming up to full racing speed only at the final corner(s) of
the circuit in anticipation of your next 'hot lap.'
For all attempts at besting the Goal Time for a course, make
sure to use as little fuel as the CPU will allow
(approximately 30% to start a Time Trial run); this will
reduce the weight of the fuel, thereby reducing the weight of
the car and improving handling, accelerating, and braking.
If you think fuel weight is not an issue, consider this: One
gallon of water equals approximately eight pounds and one
gallon of fuel will NOT get you very far, especially not at
Le Mans!!!!!
You will likely need to experiment with the car settings to
see which gives you the best chance at besting the Goal Time
for each circuit. I find that setting the Gear Box to
Acceleration, the Engine to Sprint, and Downforce to Low is a
good starting set-up from which to work; be sure to adjust
for personal preference and driving style.
Dry conditions and Soft Tires are the best combination to
provide excellent grip of the pavement, resulting in faster
lap times. Also, set the Number of Laps to Continuous, as
this will allow you to keep going as long as your fuel holds
out - this is really just a means to keep from reloading a
venue if the Goal Time cannot be bested within a set number
of laps.
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TIME TRIAL GOAL TIMES
In Time Trial mode, besting the posted Goal Times earns you a
new car, except at the three reverse courses. Here are the
posted Goal Times (including listed Goal Times for the
reverse courses), listed alphabetically for player
convenience:
Brno 1:45.000
Bugatti 1:34.000
Catalunya Grand Prix 1:34.000
Catalunya National 1:01.000
Donington Grand Prix 1:21.000
Donington National 1:00.000
Le Mans 3:34.000
Reverse Brno 1:48.000
Reverse Donington Grand Prix 1:23.000
Reverse Donington National 1:02.000
Road Atlanta 1:09.000
Road Atlanta National 0:46.000
Suzuka East 0:40.000*
Suzuka Grand Prix 1:07.000
Suzuka West 1:01.000
* The Goal Time for Suzuka East is the same as the default
Record Time.
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TIME TRIAL CIRCUIT-SPECIFIC TIPS
This section presents specific tips for besting the posted
Goal Time for each venue. The circuits are listed here
alphabetically. Note that unless specified, I was able to
beat the posted Goal Time for each circuit using Nissan
Motorsports' Nissan R390 (Closed Prototype class, car #32; an
identical car with the same team is identified as car #30,
and both are won from the Open Prototype Championship) using
absolute minimum starting fuel, lowest possible downforce,
sprint engine, automatic transmission, top-speed gearbox, and
soft tires.
Brno
- Hold 120MPH in Turn 1. This will definitely require a car
with excellent handling.
- Many turns are essentially over-glorified chicanes. Brake
well entering the first corner, then power out of the first
corner and completely through the second turn.
Bugatti
- Stay off the rumble strips at Dunlop Chicane, as the car
will almost certainly bounce, likely sending one or more
wheels into the sand and definitely causing the car to
slow.
- Keep off the grass and sand at hairpins.
- Treat the final two corners as a single wide right-hand
hairpin, but beware the sand and rumble strips.
Catalunya Grand Prix
- Keep tight to the apexes, especially through Turns 1 and 2.
- Judicious use of rumble strips in final two corners key to
gaining excellent top-end speed on Pit Straight.
Catalunya National
- Intimate familiarity with the circuit is required due to
the dusk setting, creating long shadows to obscure much
of the circuit.
- Distance markers for Turn 1 are in 50-meter increments, NOT
the 100-meter increments used at most venues. This can be
a potential cause for overshooting the corner for those who
do not remember this point.
- Judicious use of rumble strips in final two corners key to
gaining excellent top-end speed on Pit Straight.
Donnington Grand Prix
* Medium downforce used to best the Goal Time for Donnington
Grand Prix.
- Stay off the rumble strips, as they are generally too
short in length to adequately keep cars out of the grass
and sand.
- Treat Turn 8 (the sweeping J-turn) as a wide hairpin. This
will inherently create a single braking zone, allowing more
time for use of the accelerator, and thus achieving faster
speed along the ensuing straightaway toward the giant
Dunlop Tire.
- Remember that the Grand Prix course has a left-right
chicane following the giant Dunlop Tire.
- Keep a TIGHT apex on hairpins; swinging wide will both
sacrifice time and increase change of sliding out into the
grass and sand. However, extreme care must be taken to NOT
shortcut the hairpins, especially the final hairpin.
- Excellent handling is required to power out of the final
hairpin and still keep the car on the pavement.
Donnington National
* Medium downforce used to obliterate the Goal Time AND the
Lap Record for Donnington National.
- Stay off the rumble strips, as they are generally too
short in length to adequately keep cars out of the grass
and sand.
- Treat Turn 8 (the sweeping J-turn) as a wide hairpin. This
will inherently create a single braking zone, allowing more
time for use of the accelerator, and thus achieving faster
speed along the ensuing straightaway toward the giant
Dunlop Tire.
- Remember that the Grand Prix course has a TIGHT right-left
chicane following the giant Dunlop Tire.
- Excellent handling is required to power out of the final
chicane and still keep the car on the pavement.
Le Mans
- This is by far the most difficult Time Trial in the game.
Plenty of patience is required here.
- Stay off the rumble strips at Dunlop Chicane, as the car
will almost certainly bounce, likely sending one or more
wheels into the sand and definitely causing the car to
slow.
- Keep off the grass and sand at chicanes.
- Try to keep above 90MPH at Motorola Chicane, and above
70MPH at Michelin Chicane.
- Treat Mulsanne Hump and Mulsanne Curve as one hairpin. It
helps to slightly shortcut Mulsanne Curve in this maneuver.
- Try to keep off the rumble strips at Indianapolis and
Arnage, as the car is likely to bounce, thus costing time.
- Once you leave the public roads, it may help to VERY
QUICKLY tap the brakes in each of the corners, just long
enough so that the taillights barely illuminate. This
should slow the car just enough to make handling easier to
help keep the car on the narrow pavement.
- Judicious shortcutting of the curves in White House is key
to good lap times. Try to find the right angle to cut
across each of the two chicanes while keeping at least
three of the wheels on the rumble strips and pavement in
the process. Power out of the final chicane and HOPE that
you can beat the posted Goal Time.
Reverse Brno
- See Brno
Reverse Donnington Grand Prix
- See Donnington Grand Prix
Reverse Donnington National
- See Donnington National
Road Atlanta
- Brake slightly before Turn 1, then stagger the throttle
throughout the corner to keep from losing too much speed.
This should help to keep the car from sliding off the
pavement when cornering.
- Turn 8: Keep about 105MPH with a tight line at the apex.
- Turns 9 and 10 (the top of the circuit): Brake early and
hard, but DO NOT shortcut or drift off-course into the sand
and the grass. Due to the barrier on the right side of the
pavement, these are semi-blind corners, so flawless
knowledge of the circuit here is required.
- Chicane: Brake HARD early, shortcutting the first corner of
the chicane and powering the accelerator to Turn 1.
Road Atlanta National
- Brake slightly before Turn 1, then stagger the throttle
throughout the corner to keep from losing too much speed.
This should help to keep the car from sliding off the
pavement when cornering.
- Turn 8: Approach from the left, braking only slightly while
hitting the apex. Hold a tight line to the right side of
the pavement until the straightaway.
- Chicane: Brake HARD early, shortcutting the first corner of
the chicane and powering the accelerator to Turn 1.
Suzuka East
* Medium downforce and Gearbox set to Acceleration used to
best the Goal Time for Suzuka East.
- Keep tight to the apexes in the S-curves.
- Approach the final hairpin from hard left; drift to hard
right for exit.
Suzuka Grand Prix
* Medium downforce used to best the Goal Time for Suzuka
Grand Prix.
- Keep tight to the apexes, especially through S-curves and
Chicane. The medium downforce set-up will certainly help
with the S-curves and Chicane, although overall top-end
speed will be sacrificed on the straightaways.
Suzuka West
* Medium downforce used to best the Goal Time for Suzuka
West.
- Strong familiarity with the circuit is required, as the
dusk setting and the bright lights make some corners
somewhat difficult to see.
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TIRES
A very important issue in tire selection actually involves
horsepower. The chosen tires need to have some measure of
durability, or else you will be stopping in Pit Lane to
change tires extremely often. In other words, do not allow
the carıs horsepower to overdrive the tiresı ability to
function properly.
In the event that the chosen tires wear out too much,
cornering at any respectable speed will be virtually
impossible, instead causing a nearly-uncontrollable slide
into a barrier or into another vehicle. Strong acceleration
will likely cause the vehicle to spin. A good driver will
not let this happen very often; an expert driver will NEVER
let this happen. Always keep an eye on your tire indicators,
and plan ahead. If possible, choose tires which will last as
least as long as your fuel load.
When the tire indicators are green, the tires provide you
with the best possible grip for that set of tires. The
amount of time the tire indicators remain in the green color
range depends on your driving style, the amount of time off-
course (in the grass or sand) or banging the barriers (or
other cars), and the selection of tire compound.
As the tire indicators switch to yellow, you need to start
taking better care of your tires. You will likely experience
slides when cornering.
One of the best ways to reduce the durability of the tires is
to corner at high speeds. The manual for Gran Turismo 3
gives an excellent, detailed, highly-technical description of
what occurs with the tires when cornering. In short,
cornering at high speeds causes a high percentage of the tire
to be used for speed, and a low percentage to be used for the
actual cornering. To combat this and thus extend the
durability of the tires, try to brake in a STRAIGHT line
before reaching a turn, thus reducing overall speed,
resulting in a lower percentage of the tires to be used for
speed and a greater percentage instead used for cornering.
Note that if the percentage of the tires used for speed is
too high compared to the percentage used for cornering, the
car will slide and/or spin.
====================================
GENERAL TIPS
For those not accustomed to racing games, Time Trial mode is
by far the best place to start. This will allow you to try
out cars in all three race categories, and also to learn the
many courses without the distraction of other cars on the
circuit with you; note that only four courses are initially
available in Time Trial mode until other tracks are opened in
Quick Race mode. Only really adept racing gamers (especially
those who mostly play simulations) will be able to jump into
a race on an unknown/unseen course and still perform fairly
well.
For races with a standing start, DO NOT hold down the
accelerator while you wait for the lights to change to green;
this will not produce any benefits in Le Mans 24 Hours, and
will actually put you far behind everyone else. Instead,
keep off the accelerator, and try to time its application
with the exact millisecond the lights turn green. This will
reduce wheelspin due to excessive engine revs, thus applying
all available power to the tires. On some circuits, if you
use this strategy from a starting position at the very back
of the grid, you can pass up to half of your competitors
before reaching the first corner!!!
To the extent possible, keep to the approved racing surfaces
(pavement, concrete, rumble strips). Grass will slow you
down greatly, and sand traps (a.k.a. kitty litterı) will
essentially bring you to an immediate halt.
To pass, use the draft; this is especially effective in
prototype cars. Or, if you feel a bit rowdy, ram or
sideswipe the car in front of you (especially on or just
before corner entry) to knock it out of your way and send it
careening off-course. If you ram a car hard enough from
behind, it is possible to send the other vehicle flipping
end-over-end or into a continuous-roll accident; a goodı
place to do this is coming into the final chicane at Road
Atlanta (full circuit).
If you do not choose to qualify, you will automatically start
in last place; therefore, you have nothing to lose and A LOT
to gain by qualifying. If you can qualify on Pole, that can
mean up to twenty-three FEWER passes you will need to make as
a race progresses. This may not be very significant in
shorter races, but in the longer (Le Mans and Petit Le Mans)
races, this could become a significant factor, especially in
relation to Pit strategy.
If you are in first place and begin lapping other cars, those
cars one or more laps behind you will have blue indicators on
the track map.
Fortunately, should you run out of fuel, your race does not
automatically come to an end like in some other racing games.
Instead, you will simply start slowing, and will not be able
to accelerate unless you can convince gravity to help you ­
IF you are fortunate enough to be heading downhill.
Therefore, always keep an eye on your fuel gauge and be
constantly mindful of the on-screen information displays at
the top-center of the screen.
In a Championship series, if you can win all the initial
races, you may be able to win the series overall even if you
decide not to participate in one of the final races of the
series; similarly, you may be able to skip a race at a
circuit you do not particularly like (or, depending on your
point of view, which does not particularly like you) and
still be able to win the overall series if you can win at
most or all of the remaining circuits. Unfortunately, Le
Mans 24 Hours does not provide a Forfeit (or similar) option,
so you are required to actually go out to the track; here,
press Start, select Quit, and confirm.
If your goal is to unlock every possible car in the game,
keep checking back to Progress (first select Options at the
Main Menu). Use the left and right directional buttons to
page through the various modes. Locked cars are silhouetted,
while unlocked cars are shown in full color. Note that not
all game modes provide the chance to unlock cars.
====================================
====================================
====================================
SURVIVING AN ENDURANCE RACE
While most of the races in Le Mans 24 Hours are relatively
short by racing standards, some races are extremely long
(especially the full Le Mans or Petit Le Mans races, at
twenty-four and ten hours, respectively). Even the shortı
100-minute Petit Le Mans race is relatively survivable.
However, the longer races require even more focus and
concentration. Fatigue really begins to set in, especially
for those not habituated to playing full-length races in non-
endurance racing games such as F1 2001. While Le Mans 24
Hours allows for progress in longer races to be saved when in
Pit Lane, you really lose the flowı of a given race if you
save your progress and shut off the console after one stint
in the car, making such a start-and-stop methodı of racing
quite a fragmented, arguably postmodernı method of racing.
For those who prefer to race for multiple stints at a time,
here are some tips to help you keep your concentration and
focus:
1.) Make sure you are well-rested and have plenty of time for
driving multiple consecutive stints. To give you a
benchmark, I average about forty-five minutes per stint at Le
Mans (240 minutes) using full fuel and hard tires in a Closed
Prototype vehicle. For the Petit Le Mans, I generally race a
Closed Prototype car with fifty-percent fuel and soft tires,
for thirty to forty minutes per stint.
2.) Make sure you are as comfortable as possible. Real-world
race drivers often have specifically-molded seat cushions to
help in this endeavor. While such specialized equipment is
far too expensive to be used when playing console racing
games, the concept is the same: Make sure you are in a
comfortable chair, with appropriate cushions if necessary.
If you like to have a footrest, make sure it is in place
before beginning a race.
3.) While Le Mans 24 Hours does include music, it can quite
easily become too repetitive to help you keep your
concentration. If you have a stereo or radio separate from
the sound system of your console and television, put on other
music, perhaps a favorite CD (Lords of Acid, anyone???????).
4.) Adjust for real-world lighting before beginning a race.
This is especially important for those ­ like myself ­ who
have the console and television placed directly in front of a
window due to the configuration of a small apartment or dorm
room. Adjust the blinds or curtains to your liking so that
any light coming in will not bother your eyes, especially
when racing through the nighttime portion of races. Also,
turn off or move lights whose shine reflects off the
television screen.
5.) Have a drink handy. To be more realistic in relation to
actual race drivers, only make use of the drink while in Pit
Lane, thus simulating a driver receiving a small water bottle
while the team handles car servicing. Or, simply have the
drink next to you on a table so that you can quickly reach it
for a quick sip down a straightaway; this would more or less
simulate the in-helmet drink system used by some real-world
race-drivers. (Of course, you could always cheatı and
simply pause the game whenever you need a quick drink.) Note
that drinks with high caffeine content (such as Jolt, sold in
select markets in the States) may not be a good choice; if
you run out of the drink well before the end of a stint, or
long before you finish your planned multiple stints, you
could experience a rather severe caffeine crash, which will
adversely affect your driving performance and your
concentration.
6.) Real-world drivers generally do not get a chance to eat
during the race, except perhaps while the car is in Pit Lane
for fuels and tires. A small plate or bowl of small snack
foods might be useful. Small candies, crackers, cheeses,
etc., may be good choices. If you are on a diet, first
consult with your doctor or nutritionist for some good snack
food possibilities.
7.) If you often download images, sounds, movies, etc., from
the Internet and have a computer close to the console, set
the computer to download a massive number of files before
starting the game. Occasionally (preferably when alone on a
long straightaway), glance over at the computer to check on
the progress of the download. This will subconsciously keep
your mind occupied on more than simply racing, thus forcing
yourself to remain focused via extra effort. (And if you
want to download a flood of Sailor Moon images from Usenet,
this will save time, as you are obviously not using the
computer personally while you race!!!)
8.) Avoid racing at times of the day (or night) when your
body naturally tends to shut down. This applies to life in
general, including choosing times between three-hour grad
classes!!!!!
9.) Try to internalize the basics of racing before beginning
an endurance race. If you can instinctively handle a J-turn,
for example, the mechanics of safely navigating the corner
will require less concentration. Perhaps the best possible
means to learn the basics of racing with hands-onı
experience is to complete ALL the license tests of any game
in the Gran Turismo series; I particularly suggest the
license tests in Gran Turismo 2.
10.) Simulate an actual Le Mans or Petit Le Mans race,
without pausing or saving the game to continue later. Gather
together several friends, and take turns doing the driving,
changing drivers only at the Pit Stops as in an actual
endurance race. Of course, this will give you an advantage
over real-world endurance race drivers: They do not
generally get to have good (or boring) conversations with
friends while driving.
11.) If your car is lightning-fast compared to the other
vehicles in the race, then after the first or second stint,
always use 50% fuel. This should also allow you to use soft
tires (if in dry conditions), as soft tires will generally
begin to really wear out after about half of a fuel tank has
been depleted (even faster if you have had many off-course
excursions). This method will obviously have you sitting in
Pit Lane more often, but that will give you more short breaks
to catch your breath and let your adrenaline simmer for a
moment.
12.) If playing with randomized weather, always be prepared
to stop in Pit Lane to change tires. I have been able to run
a number of laps successfully at Le Mans with soft tires when
I should have been using intermediate tires, but my lap times
were slower than if I had been using intermediate tires.
Also, note that it takes approximately thirty minutes for the
pavement to dry off after a long, hard, soaking rain, so this
may well play into your choice of tires in a long endurance
race.
13.) EVERY time you come to Pit Lane, SAVE YOUR PROGRESS!!!!!
You never know when some fool will drive into a nearby
telephone pole and cut off your electricity.
====================================
LE MANS 2000: TIME COMPRESSION
Players can compete in Le Mans 2000 at four different time
increments: 10 minutes, 24 minutes, 240 minutes, and the full
24-hour race. At each time increment, the race begins at 4PM
on Saturday and ends at 4PM on Sunday, including the
appropriate transition from daylight to darkness to daylight.
Except for the full 24-hour race, this means that time must
be compressed. For those interested, the time compression
works in this manner (if my math is correct):
Interval: 10 minutes 24 minutes 240 minutes 24 hours
1 second = 14 min 24 sec 1 minute 6 seconds 1 second
1 minute = 2 hr 24 min 1 hour 6 minutes 1 minute
1 hour = N/A N/A 6 hours 1 hour
====================================
LE MANS 2000: SUGGESTED CAR SET-UPS
Le Mans 24 Hours provides only two car classes for Le Mans
2000: Open Prototype and GT. A suggested car set-up is
provided for each car class. These suggestions are for dry-
conditions racing; wet-conditions racing requires Wet or
Intermediate Tires, and a raise in downforce if needed to
suit your personal driving style. First, however, an
explanation of the set-up options is needed.
Explanations
Fuel: Lower fuel loads will provide a faster
overall top speed initially due to the lesser
overall weight of the car. Conversely, a
higher fuel load will slow the car initially
while allowing the car to stay on the circuit
for a longer period of time. Unfortunately,
it is impossible to adjust initial fuel load
for the races :-( In a four-hour race at Le
Mans, a typical lap will consume
approximately 8% of the fuel; a 24-hour race
will have approximately 4% fuel consumption
per lap.
Downforce: Low downforce provides a faster top-end
speed while making cornering more difficult.
High downforce gives easier cornering while
lowering overall top-end speed.
Tires: Soft Tires provide the most grip of the
pavement, but wear out faster than other
tires, resulting in more trips to Pit Lane to
change tires. Hard Tires provide the least
grip of the dry-conditions tires while
lasting the longest, resulting in fewer trips
to Pit Lane.
Should the track become damp or wet,
'slick' (Soft and Hard) tires quickly become
useless. Wet Tires are for very wet
conditions, when your car emits a 'rooster
tail' of spray at high speeds. If it has
been raining or has just started to rain and
there is no 'rooster tail' behind your car,
Intermediate Tires are a good choice;
however, do not waste the time changing to
and from Intermediate Tires unless your
opinion of the clouds is that Intermediate
Tires will be needed for more than one or two
laps.
Gear Ratio: An Acceleration setting will provide maximum
acceleration for the car; at Le Mans, this
would really only be useful in the final
fifth of the circuit. Top Speed provides
slower acceleration, but the car's top-end
speed will be much higher. Balance is the
'middle ground' setting.
Engine: A Sprint Engine will help boost your car
through the field in shorter races, and can
be useful in the 10-minute, 24-minute, and
4-hour Le Mans race. However, for the full
24-hour race, only an Endurance Engine will
provide the long-lasting power required to
finish the race. Balance is a 'middle
ground' position, and is also a good choice
for the 4-hour race at Le Mans.
Open Prototype Class
Fuel: 50%
Downforce: Low
Tires: Soft
Gear Ratio: Top Speed
Engine: Sprint for the 4-hour race; Endurance for the
full 24-hour race
Notes: Prototype cars are inherently faster than GT
cars. The suggested settings will help to
quickly pass the Open Prototype cars as well,
especially when taking on only a 50% fuel
load. The low downforce setting will provide
excellent top-end speed on the lengthy
Hunaudieres Straight (Parts I, II, and III)
and the long 'straightaway' between Mulsanne
Curve and Indianapolis Curve, but the
chicanes and the Indianapolis-Arnage complex
will be rather tricky, especially in wet
conditions. The 50% initial fuel load fits
well with Soft Tires, as Soft Tires will
start giving out about the time you will
need to return to Pit Lane to refuel anyhow.
GT Class
Fuel: 80%
Downforce: Low
Tires: Hard
Gear Ratio: Top Speed
Engine: Sprint for the 4-hour race; Endurance for the
full 24-hour race
Notes: In general, see the notes for the Open
Prototype Class, above. However, I find that
GT cars have better handling with more fuel,
thus making the car a bit heavier. Hard
Tires will then allow the car to stay on the
circuit longer, as the car will begin with a
heavier fuel load; however, Hard Tires
provide the least amount of grip, so more
care must be given early in a run, especially
when cornering.
Note #1: It is not impossible for a GT Class car to win a
full Le Mans 2000 race outright, beating even all the Open
Prototype Class cars. This will depend upon the settings
selected for a GT Class car, pit strategy, and the game
parameters (in terms of driving aids and AI Skill).
Note #2: Both Open Prototype and GT Class cars tend to
fishtail; this is especially significant in GT Class
vehicles. As such, heavier fuel loads tend to reduce the
fishtail effect. Unless extreme care is afforded the tires,
the rear tires will wear out faster, which can itself aid the
fishtailing effect. Be especially wary of fishtailing when
running over rumble strips while turning (and when cornering
at fast speeds, especially in wet conditions).
====================================
LE MANS 2000: GENERAL TIPS
After driving all night long (especially in the full 24-hour
race), the transition to daylight driving (especially under
clear skies) can result in poor visibility of cars far ahead
of you until your eyes adjust. Be wary of your closing rate
on slower, 'unseen' cars far ahead, as you can suddenly find
your front bumper banging the rear end of another vehicle.
Lights are used for nighttime driving and other poor
visibility conditions (primarily constant rain). While the
lights are great in poor visibility conditions, do not allow
yourself to become too reliant upon them. Once clear
visibility returns, the lights are turned off (approximately
6:30AM in the full 24-hour race if rain is not present).
ALWAYS keep an eye on your fuel usage. If you run out of
fuel somewhat early in a lap, you may not make it back to Pit
Lane without placing yourself just right to be bumped from
behind or making use of a downhill slope to help gain speed.
Tire selection is extremely important at Le Mans because of
the immense length of the circuit; if your tires wear out in
the early portion of the circuit, you may well find yourself
sliding around in corners later in the lap. Many of the
turns at Le Mans can be taken at full throttle; however, the
slower, tighter corners - especially the Indianapolis-Arnage
complex and the final double-chicane at White House - can be
absolutely brutal on tires, especially if cornering at a too-
high speed for the condition of the tires. For more specific
tips on tire usage, please read the full Le Mans 24 Hours
Game Guide, and/or also look at my Gran Turismo 3: Tires
Guide.
To pass, use the draft; this is especially effective in
prototype cars. The Le Mans circuit has numerous long
straightaways and sections with gentle, full-throttle curves,
providing plenty of opportunity to make use of a competitor's
draft. On the wide public roads, CPU-controlled cars almost
always straddle the center line, so this is a great place to
be to make use of another car's draft as you approach.
If you do not choose to qualify, you will automatically start
in last place; therefore, you have nothing to lose and A LOT
to gain by qualifying. If you can qualify on Pole, that can
mean twenty-three FEWER passes you will need to make as a
race progresses. In the longer (4-hour and 24-hour) Le Mans
races, this could become a significant factor, especially in
relation to Pit strategy.
If you are in first place and begin lapping other cars, those
cars one or more laps behind you will have blue indicators on
the track map.
If at all possible, do not go to Pit Lane with a pack of
competitors. If there is another car directly in front of
you, the CPU will slow you to a near halt while that car
slots into its Pit Stall. Similarly, once your Pit Stop has
been completed, if there are any cars passing your position,
the CPU will hold you there until they ALL pass, even if it
appears that there is plenty of room for you to slot into the
line of cars.
====================================
LE MANS 2000: CIRCUIT OVERVIEW
The Le Mans circuit has seen numerous changes throughout its
vast and storied history (detailed at some of the Web sites
in the Information on the Web section). The 2000
configuration (used in Le Mans 24 Hours) is 8.454 miles in
length; as such, the circuit has numerous long straightaways
and sections with gentle, full-throttle curves. A small part
of the circuit shares pavement with the permanent Bugatti
circuit (also part of the game), while much of the Le Mans
circuit makes use of local public roads. The potential irony
of racing at this circuit is that approximately fifty seconds
into a lap, racers will pass an Elf gas station on the right;
if a car is low on fuel, this is simply a nasty reminder that
there is still at least three minutes remaining in the lap
before finding Pit Lane :-(
In clear daylight, this circuit is a beauty. Much of the
circuit is surrounded very closely by tall trees, which -
depending on the position of the sun and the portion of the
circuit you may be in at a particular moment - can produce
some rather long shadows across the circuit, potentially
obscuring a view of the cars (especially darker-colored
vehicles) or the pavement ahead. Fortunately, most of the
tight corners have wide recovery areas lined with grass
and/or sand.
During a star-filled night, the Le Mans circuit can be a
massive beast compared to the beauty of the sky above. While
four of the corners and the immediate entrance to Pit Lane
are marked by bright red lights which can be seen at a long
distance (which is not true to reality), the tightest corners
of the circuit are NOT lit in the same manner; the taillights
of any cars ahead will certainly help to mark the corners,
but intimate familiarity is required to successfully navigate
these tight, unmarked corners. However, the bright red
lights can also obscure your view of cars ahead, as
competitors' taillights often 'disappear' into the bright red
corner indicators on approach.
In a rainstorm, whether during the day or at night, the
circuit can quickly turn into a sheet of ice. The trick in
wet conditions is to expertly regulate the use of both the
brakes and the accelerator, especially in the Indianapolis-
Arnage complex and the double-chicane at White House. Just
as important is pit strategy to change to/from Wet or
Intermediate Tires; therefore, if playing with Weather set to
Random, always keep an eye on the sky, especially at the
eastern and western ends of the circuit, to better anticipate
how the weather may change.
====================================
====================================
====================================
PETIT LE MANS: TIME COMPRESSION
Players can compete in the Petit Le Mans at four different
time increments: 10 minutes, 30 minutes, 100 minutes, and the
full ten-hour race. At each time increment, the race begins
at 12:30PM and ends at 10:30PM, including the appropriate
transition from daylight to darkness. Except for the full
ten-hour race, this means that time must be compressed. For
those interested, the time compression works in this manner
(if my math is correct):
Time Interval: 10 minutes 30 minutes 100 minutes 10 hours
1 second = 1 minute 20 seconds 6 seconds 1 second
1 minute = 1 hour 20 minutes 6 minutes 1 minute
1 hour = N/A N/A 6 hours 1 hour
====================================
PETIT LE MANS: SUGGESTED CAR SET-UPS
Le Mans 24 Hours provides three car classes for Petit Le
Mans: Open Prototype, Closed prototype, and GT. A suggested
car set-up is provided for GT class cars, and both Open and
Closed Prototype class cars combined (as I find very little
difference between Closed prototype and Open Prototype cars
in terms of handling). These suggestions are for dry-
conditions racing; wet-conditions racing requires Wet Tires,
and a raise in downforce if needed to suit your personal
driving style. First, however, an explanation of the set-up
options is needed.
Explanations
Fuel: Lower fuel loads will provide a faster
overall top speed initially due to the lesser
overall weight of the car. Conversely, a
higher fuel load will slow the car initially
while allowing the car to stay on the circuit
for a longer period of time. Unfortunately,
it is impossible to adjust initial fuel load
for the races :-( In a four-hour race at
Petit Le Mans, each lap will consume
approximately four percent of the fuel load;
each lap in a full ten-hour race requires
two percent of fuel.
Downforce: Low downforce provides a faster top-end
speed while making cornering more difficult.
High downforce gives easier cornering while
lowering overall top-end speed.
Tires: Soft Tires provide the most grip of the
pavement, but wear out faster than other
tires, resulting in more trips to Pit Lane to
change tires. Hard Tires provide the least
grip of the dry-conditions tires while
lasting the longest, resulting in fewer trips
to Pit Lane.
Should the track become damp or wet,
'slick' (Soft and Hard) tires quickly become
useless. Wet Tires are for very wet
conditions, when your car emits a 'rooster
tail' of spray at high speeds. If it has
been raining or has just started to rain and
there is no 'rooster tail' behind your car,
Intermediate Tires are a good choice;
however, do not waste the time changing to
and from Intermediate Tires unless your
opinion of the clouds is that Intermediate
Tires will be needed for more than one or two
laps.
Gear Ratio: An Acceleration setting will provide maximum
acceleration for the car. Top Speed provides
slower acceleration, but the car's top-end
speed will be much higher. Balance is the
'middle ground' setting.
Engine: A Sprint Engine will help boost your car
through the field in shorter races, and can
be useful in the 10-minute, 30-minute, and
100-minute Petit Le Mans race. However, for
the full 10-hour race, only an Endurance
Engine will provide the long-lasting power
required to finish the race. Balance is a
'middle ground' position, and is also a good
choice for the 100-minute race at Petit Le
Mans.
Open Prototype Class AND Closed Prototype Class
Fuel: 50%
Downforce: Low
Tires: Soft
Gear Ratio: Top Speed
Engine: Sprint for the 100-minute race; Endurance for
the full 10-hour race
Notes: Prototype cars are inherently faster than GT
cars. The suggested settings will help to
quickly pass the Prototype cars as well,
especially when taking on only a 50% fuel
load. The low downforce setting will provide
excellent top-end speed through the S curves,
and down the 'back side' of the circuit
toward the chicane. The 50% initial fuel
load fits well with Soft Tires, as Soft Tires
will start giving out about the time you will
need to return to Pit Lane to refuel anyhow.
GT Class
Fuel: 80%
Downforce: Low
Tires: Hard
Gear Ratio: Top Speed
Engine: Sprint for the 100-minute race; Endurance for
the full 10-hour race
Notes: In general, see the notes for the Prototype
Class, above. However, I find that GT cars
have better handling with more fuel, thus
making the car a bit heavier and the back end
less likely to slide around on cornering at
high speeds. Hard Tires will then allow the
car to stay on the circuit longer, as the car
will begin with a heavier fuel load; however,
Hard Tires provide the least amount of grip,
so more care must be given, especially when
cornering.
Note #1: It is not impossible for a GT Class car to win a
full Petit Le Mans race outright, beating even all the Open
Prototype Class AND Closed Prototype Class cars. This will
depend upon the settings selected for a GT Class car, pit
strategy, and the game parameters (in terms of driving aids
and AI Skill).
Note #2: Cars in all classes do tend to fishtail; this is
especially significant in GT Class vehicles. As such,
heavier fuel loads tend to reduce the fishtail effect.
Unless extreme care is afforded the tires, the rear tires
will wear out faster, which can itself aid the fishtailing
effect. Be especially wary of fishtailing when running over
rumble strips while turning (and when cornering at fast
speeds, especially in wet conditions).
====================================
PETIT LE MANS: GENERAL TIPS
ALWAYS keep an eye on your fuel usage. If you run out of
fuel somewhat early in a lap, you may not make it back to Pit
Lane without placing yourself just right to be bumped from
behind or making use of a downhill slope to help gain speed.
Pit Lane is at the lowest elevation on the circuit, which
keeps climbing uphill all the way to the Pit Lane (not used
for Petit Le Mans) on the opposite end of the circuit.
Petit Le Mans features both full-throttle straightaways and
S-Curves tempered with tight technical corners and slopes.
As such, tire wear is a critical issue, especially in wet
conditions - poor tire grip means sliding off the pavement in
tight corners or driving too fast through the S-Curves for
the tires to adequately grip the pavement. For more specific
tips on tire usage, please read the full Le Mans 24 Hours
Game Guide, and/or also look at my Gran Turismo 3: Tires
Guide.
To pass, use the draft; this is especially effective in Open
Prototype and Closed Prototype cars. The best place to draft
other cars is along the 'back stretch' of the circuit, from
the alternate Pit Lane (not used in Petit Le Mans) to the
chicane.
If you do not choose to qualify, you will automatically start
in last place; therefore, you have nothing to lose and A LOT
to gain by qualifying. If you can qualify on Pole, that can
mean twenty-three FEWER passes you will need to make as a
race progresses. In the longer (100-minute and 10-hour)
Petit Le Mans races, this could become a significant factor,
especially in relation to Pit strategy.
If you are in first place and begin lapping other cars, those
cars one or more laps behind you will have blue indicators on
the track map.
If at all possible, do not go to Pit Lane with a pack of
competitors. If there is another car directly in front of
you, the CPU will slow you to a near halt while that car
slots into its Pit Stall. Similarly, once your Pit Stop has
been completed, if there are any cars passing your position,
the CPU will hold you there until they ALL pass, even if it
appears that there is plenty of room for you to slot into the
line of cars.
The CPU-controlled cars can and DO make mistakes. In their
battles against each other for position, they often trade
paint, and sometimes even run each other off the track. The
most common area for this latter is the top of the circuit,
between Turns 9 and 10; this is especially important to
remember at night, when visibility can be tricky.
====================================
PETIT LE MANS: CIRCUIT OVERVIEW
The full Road Atlanta circuit combines long fast segments
with technical corners and slopes. Part of the mystique of
the circuit is its construction; similar to A1-Ring in
Austria, Pit Straight is the lowest elevation of the circuit,
with the beginning and end of the circuit both on steep
slopes. The first twenty seconds of a hot lap are spent in a
forested area; the rest of the lap features rather open space
to the inside of the circuit, providing plenty of natural
light on a cloudless day or a moonlit night. However, the
forested section can also produce some nasty shadows, making
the nearly-blind corners even more difficult to spot if there
is no traffic just ahead.
In a rainstorm, whether during the day or at night, the
circuit can quickly turn into a sheet of ice. The trick in
wet conditions is to expertly regulate the use of both the
brakes and the accelerator, especially on the steep slopes.
Just as important is pit strategy to change to/from Wet or
Intermediate Tires; therefore, if playing with Weather set to
Random, always keep an eye on the sky, especially at the
upper and lower ends of the circuit, to better anticipate how
the weather may change.
====================================
====================================
====================================
STRATEGY FOR UNLOCKING ALL ELEMENTS IN LE MANS 24 HOURS
First, circuits and cars are unlocked by simply winning
races; the CPU does not care whether this is done on Easy,
Intermediate, or Hard difficulty. Therefore, those wishing
to unlock the many elements as quickly as possible will
likely wish to use Easy difficulty; after all, it would be a
real shame to spend twenty-four hours in the full Le Mans
2000 race and end up losing by less than a lap on Hard
difficulty :-(
As with all other games, the first thing a player should do
is to go to the Options menu and make sure controls and game
settings are to the player's liking. Note here that of the
race-related settings, only Quick Race settings cannot be
changed before entering a race in Quick Race Mode, so it is
important to make sure these settings are to the player's
liking (note that the default race length is three laps).
While in Options, take note of Progress. This section gives
a quick visual reference as to which races/events have been
completed, and - except for Quick Race Mode, which only
unlocks circuits - also shows which cars have been unlocked.
Once ready to begin racing, the player needs to first sweep
through Quick Race Mode - again, the settings for Quick Race
Mode can ONLY be adjusted in the Options menu. Only four
circuits (Le Mans, Suzuka East, Donington National, and Road
Atlanta National) are initially available; winning at each of
these circuits will unlock another circuit, winning at the
unlocked circuits will unlock more circuits, etc. Finally,
once the player has won at least one race at all twelve
circuits in Quick Race Mode, the three reverse circuits will
open; this is essentially optional, as there are no bonus
cars to be unlocked at the reverse circuits in Time Trial
Mode. Note that players will be racing against nineteen
competitors in Quick Race Mode.
While Quick Race Mode only unlocks circuits, it is important
in he overall scheme of the game, as Time Trial Mode only
allows players to race at the four initially-available
circuits plus those unlocked in Quick Race Mode. However,
the few initially-available cars simply CANNOT be used to
best the posted goal times in Time Trial Mode (thus unlocking
new cars), so once Quick Race Mode has been completed,
players need to progress to Championship Mode.
Championship Mode consists of several points-based series
(Rookie GT, Pro GT, GT Enduro, Open Prototype, Closed
Prototype, Prototype Enduro, Super Enduro, and Winter
Challenge). Winning each championship depends upon having
the most points at the end of each championship.
Unfortunately, should a player wish to skip a race in a
championship, the only way to do this is to actually enter
the race, then cancel out (and confirm) just as the race
begins. The championships themselves begin with fairly few
races with just a few laps each, but then add more and more
races of longer and longer length, with the final
championship (Winter Challenge) adding the nuisance of
constant rain; however, those who can drive well and still
maintain a fast speed in wet conditions will note just how
much the CPU-controlled cars slow down in wet conditions.
Note that the medium- and long-length championship races will
each require at least one trip to Pit Lane to refuel and
(likely) to change tires, although double-stinting the tires
(i.e., changing the tires after every other Pit Stop) may be
possible for really good drivers.
Winning each championship unlocks another car. These
unlocked cars are all better than the initially-available
cars in some respect, but GT cars are still slower than Open
Prototype and Closed Prototype vehicles.
Once a player has unlocked several prototype cars, they
should be viable enough to unlock more cars in Time Trial
Mode (which, again, depends upon the initially-available
circuits and those circuits previously unlocked in Quick Race
Mode). The trick is finding the right car with the right
set-up and the right racing line for an entire hot lap around
the chosen circuit. While Time Trial Mode does not show the
tire indicators (which theoretically means that tire wear is
not an issue), this mode DOES include tire wear - which is
quite noticeable for those using Soft Tires and running for
more than about six laps.
As more and more cars are unlocked in Time Trial Mode, the
player will gain greater familiarity with the various
circuits. If there are any championships to be completed,
the time spent in Time Trial Mode will be greatly beneficial;
also, the player will have access to more and better cars to
use in completing Championship Mode.
The final set of races to complete is in Le Mans Mode. Here,
the player can participate in Le Mans 2000 or Petit Le Mans.
There are four time intervals for races at each circuit
(remember the Petit Le Mans is held at the full Road Atlanta
circuit). With the many cars unlocked previously in the
game, players should be able to either blow away the
competition (especially if using Easy difficulty) or at least
be very competitive for race wins. Winning each event at
each time interval unlocks one more car; winning Le Mans 2000
at the full 24-hour time interval unlocks TWO cars. Note
that those cars unlocked by winning at the four time
intervals in Le Mans 2000 can ONLY be used in Le Mans Mode.
If the player still has Challenges to win or cars to unlock
in Time Trial Mode, the cars won at the 10-hour and 24-hour
time intervals in Le Mans Mode should help nicely :-)
Total minimum game completion time estimate: SIXTY HOURS.
====================================
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TEAM INFORMATION
This section will present each team alphabetically, the
car(s) for each team, and some team information. In some
cases, teams use multiple cars of the same model; these are
differentiated by racing number in the game (but are not
listed here.
Audi Sport Team Joest
Cars - Audi R8
Web Site - http://www.audi.com/com/en/experience/
motorsport/background/team_joest/team_joest.jsp
Joest Racing was founded in 1978. Since , Reinhold Joest's
team has won a large number of important titles and races
- among them seven Le Mans 24 Hour triumphs in 1984, 1985,
1996, 1997, 2000, 2001 and 2002. Since Audi races the R8,
Joest Racing is preparing the cars.
Based at Ingolstadt and Neckarsulm, Audi Sport is
responsible for the ongoing development of the
Infineon Audi R8, Joest Racing in Germany's region
"Odenwald" for the racing. Both partners contribute
knowledge and their experience in all areas. "We
can only be strong together", knows Team Director
Reinhold Joest, who has already guided his team to
seven Le Mans victories. Prior to that Joest had
climbed the Le Mans podium also as a driver.
When Audi looked for a suitable team to run the Le
Mans 24 Hour race, Joest Racing was first choice.
Right from the start, Joest was involved in the
project of the Infineon Audi R8. The joint successes
at Le Mans and at the races of the American Le
Mans Series (ALMS) are the product of perfect team
work.
Audi Sport UK
Cars - Audi A8C
Web Site - http://www.audi.com/com/en/experience/
motorsport/background/audi_sport/audi_sport.jsp
Audi Sport can look back on a long-standing
tradition in motorsport, with experience in almost
every type of racing. No matter where the team
from Ingolstadt has competed, it has been
amongst the winners. Around 100 people are
employed by Audi Sport in Ingolstadt and
Neckarsulm. Here, under the leadership of Dr
Wolfgang Ullrich, the Infineon Audi R8 was also
developed.
Following Audi Sport tradition, everything is
developed in-house: from chassis to the 610 hp V8
twin-turbo power units. Success at Audi Sport is not
by chance, rather it is the result of immense
experience ­ in cooperation with reliable partners.
BMW Motorsport
Cars - BMW V12 LMR
Web Site - http://www.bmw-motorsport.com/session:
ca6p8ku1w1/ms/en/index.html
In 1954, BMW continued its motorsport activities with as
much enthusiasm and success as ever.
Alex Von Falkenhausen, BMW engine chief of the time and
friend of German motorsport legend Hans Joachim Stuck
still competes in races. Firstly with the BMW 507 V8
sportscar and more recently with the BMW 700. Soon
afterwards, a whole armada of BMW 700s would be competing
with great success in different motorsport categories.
Even at the age of 60, Hans Stuck continued his career in
the 700 and won the 1960 German hillclimb championship.
Then the mid-range BMW was launched, first as the BMW 1500
and later as the 1800 and 2000. Von Falkenhausen had
wanted to enter touring car racing for a long time, and
this car was perfectly suited to his plans. At this point
there was no separate motorsport department at BMW, so
the racing engines were developed in the same department
as the production engines. This allowed von Falkenhausen
to personally push the development programme forward.
The project proved to be another BMW motorsport success
story. Hubert Hahne won he 1964 German Circuit
Championship in a BMW 1800ti, while two years later Josef
Schnitzer took his BMW 2000ti to the German Touring Car
crown.
"Our activities of those days were far away from the
meticulously organised motorsport programme of today",
explains former BMW racing engine director Paul Rosche.
"In those days we carried out lots of experiments, working
mainly using the principle of 'trial and error'. There was
a motorsport budget at BMW, but we worked like real
privateers."
In between, engine designer Ludwig Apfelbeck is determined
to construct a four-valve engine for BMW. Supported by
Rosche he gained authorisation to design a 500cc single
cylinder engine.
"This engine already produced 57bhp," Rosche remembers.
"This meant 114bhp per litre, while our 1800 didn't
produce more than 90bhp per litre."
Von Falkenhausen was convinced by the concept and
instructed his engine specialists to build a two-litre
version for hillclimbs and a 1.6-litre version for Formula
2. With the BMW Brabham BT 7, he set up several world
records with the aid of a four-valve Apfelbeck engine. The
BMW Monti sportscar was used for hillclimbs.
In the following decades BMW was massively successful with
normally aspirated two and four valve engines in touring
car racing and Formula 2. At the same time, BMW was
entering a new era - the turbo era.
In 1968 Dieter Quester won the European Touring Car
Championship in a BMW 2002, but the competition was
getting stronger and stronger. In a bid to keep BMW at\
the top, Alex von Falkenhausen instructed his team of
engine experts to build a turbocharged engine for the 1969
season.
"We had never worked on turbo engines before," Paul Rosche
recalls. "This was a brand new experience for us. So we
took a turbocharger and installed it on one of our
production engines."
Three months, many experiments and many exploded engines
later, the first turbocharged BMW touring car made its
debut at Snetterton in England. This first race ended
with an early retirement, but the turbo principle proved
its worth during the course of the season and Quester duly
delivered another European Touring Car title, this time in
a BMW 2002 turbo.
It would be 1978 before the BMW turbo concept could
achieve more success. The German Racing Championship
regulations were opened up to allow turbo engines, albeit
restricted to 1.42 litres. Harald Ertl's BMW 320 Turbo
still produced a massive 550bhp however, and took the
championship in its very first year.
It was this engine that made BMW first think about Formula
1. The normally-aspirated three litre Cosworth engines
that dominated F1 at the time produced just 500bhp. In
1980 this idea became a serious project. A contract was
signed with Brabham, the team supplied BMW with a test car
and the development was intensified.
"We were travelling week-by-week from one track to the
next", Rosche says. "We had plenty of power right from the
start. But the driveability and the reaction of the engine
had to be improved."
Again BMW would pioneer the use of new technology during
the F1 test programme, using telemetry to improve
motorsport performance for the first time. At this point
electronic memory had not been created, so the reams of
data were printed out on paper. Only when a clever
electronic engineer developed the first electronic data
store were mountains of paper made a thing of the past.
Another innovation duly followed. Electronic engine
management was designed to cure the engine of its bad
habits and warn of impending problems. "A turbo engine
being run on poor fuel, or with too much turbo pressure
will soon start to struggle, and then it won't survive
much longer," explains Rosche.
The first analogue control unit was an instant improvement
over the existing technology, but the real breakthrough
came when electronics company Bosch supplied BMW with a
digital unit in 1981.
The turbocharged BMW F1 engine was finally ready to race
at the start of 1982. There were still plenty of problems
hampering the project however, and its future was put into
question when reigning champion Nelson Piquet's Brabham
BMW failed to qualify for the US Grand Prix in Detroit.
At the next grand prix in Montreal, Brabham designer
Gordon Murray wanted to abandon the turbo project. A
compromise was found: Piquet would continue with the BMW
turbo but his team-mate Riccardo Patrese would use the
normally-aspirated Cosworth. But the BMW was plagued by a
misfire throughout Friday and Saturday. Bernie Ecclestone,
then the boss of Brabham, demanded that Piquet's car was
also fitted with the Cosworth. BMW race director Dieter St
appert reacted in uncompromising style, threatening to
cancel the whole project if Ecclestone carried out his
threat. Ecclestone gave in, but during the Sunday warm-up
Piquet's engine continued to misfire. "So we checked the
engine, changed the complete electronics, and won the
race," recalls Rosche. "But we never really found out what
had gone wrong before and why it worked during the race."
At the end of the turbo era, there was a group at BMW that
wanted to keep on racing in Formula 1. The group was
headed by Paul Rosche and a member of the board, Dr
Wolfgang Reitzle. The F1 department was reduced, but a
group of 20 men called the 'E-90-Team' got the permission
to design a V12 engine conforming to the new 3.5-litre
regulations. Although it gave permission for the group to
carry out the work, the board still did not show great
interest, and the engine was used as a test-bed for new
developments.
The next major racing engine project was the BMW M3, which
was to race in series such as the German Touring Car
Championship (DTM). This project proved to be a huge
success. The car won championships around the world and
collected more than 50 titles. At the end of 1992 BMW
developed the BMW 320i for the new class two Super Touring
regulations. The car won 29 championship titles around the
world.
The 12-cylinder engine for the McLaren F1 sportscar was
also developed under the supervision of Paul Rosche. This
engine proved extraordinarily successful. It had such
reliability that most of the McLaren F1 GTRs entered in
the FIA GT Championship only needed a single engine change
during a complete season.
"At the beginning, we had planned to use our production
V12 with a four valve head," said Rosche. "But during the
course of the development it became a complete new engine,
only the distance of the cylinders stayed the same. This
engine wasn't supposed to be a race engine, that's why it
had to stand tough reliability tests in the development
phase. The power of the engine was heavily reduced by an
air restrictor. Without the air restrictor, the engine
would have produced some 800bhp for sure. But then it
wouldn't have been able to survive so long."
At the same time the Motorsport GmbH became the M GmbH,
which did not do much with the motorsport activities of
BMW. M GmbH was occupied with developing the sports
production models of BMW.
Then in 1995, a new motorsport company was founded -
Motorsport Limited. Paul Rosche, then the managing
director of the M GmbH, got the task of running the new
company. Two years later, a new BMW Formula 1 project was
launched.
"This meant that I had to solve three different tasks at
the same time," said Rosche. "The formation of Motorsport
Ltd, the design of a new F1 engine and the employment of
the new personnel that we needed."
Rosche did almost all the interviews himself and nearly
all the staff he employed were signed from other BMW
departments. Only 20 of the new Motorsport Ltd employees
were from outside the marque, and these newcomers all
brought with them fresh F1 experience and knowledge.
Rather than entering a full works team and designing both
the car and engine in-house, BMW opted to become an engine
partner with the WilliamsF1 team. The new engine first hit
the track in 1999 and made its race debut at the start of
2000.
The goal for the first year was simply to finish races and
gather information. Despite these cautious objectives, the
new BMW WilliamsF1 Team finished on the podium in its
first race - one of the most successful debuts made by a
manufacturer in grand prix history. By the end of the
season, the team had clinched third place in the
constructors' championship.
Bonnet Didier
Cars - Debora LMP2000-BMW
Web Site - Unable to find information online
Carsport Holland
Cars - Chrysler Viper GTS-R
Web Site - http://www.hezemans.nl/GT2001/NL/index.htm
Unfortunately, this site is entirely in Dutch... a
language I cannot read :-(
Chamberlain Engineering
Cars - Chrysler Viper GTS-R
Web Site - http://www.chamberlain.cc/history.htm
Hugh Chamberlain, a former policeman in the UK, spent six
years working for the Radial motor component manufacturing
company before forming Chamberlain Engineering in 1972.
The company concentrated on repairing and servicing
commercial engines and raced a Jaguar XK120 for fun.
Later Hugh bought a Cooper-Jaguar, then a Mallock U2 Mk6,
which he raced until 1982.
As a result of the Clubman's racing, Chamberlain
Engineering, as the team was known until 1999, initially
began preparing racecars for young men in the UK like Will
Hoy, Creighton Brown and Nick Adams each of whom went on
to successful careers in motorsport.
But Hugh found it increasingly difficult to both compete
and run a race team and so concentrated his efforts on
running the team.
Since 1985 the team has competed in a number of endurance
formulas, winning 2 World Championships, the C2 class Le
Mans 24 hour race and nine National Championships.
Since 1999, Jack Cunningham has been Chief Executive, and
with the Team under new ownership and with a new
management team in place Hugh Chamberlain subsequently
left the company.
The Team's management and technical expertise has been
strengthened considerably with new appointments being made
at all levels. The Team has prospered as a result,
participating successfully in major international
endurance events around the world.
The Team were runners-up in the 1999 FIA GT Championship,
the first non-manufacturer Team at Daytona in 2000 and, in
2001, were selected to test and race the MG EX257 cars at
Le Mans and other events on behalf of the manufacturer for
two seasons.
With the organisation now having been involved in motor
racing for over 25 years, it is acknowledged as one of the
world's most experienced sports car and GT racing teams.
Corvette Racing
Cars - Chevrolet Corvette C5-R
Web Site - http://www.corvetteracing.net/race_history/
race_history_set.htm
Corvette Racing's latest addition to its stable, the
Corvette C5-R, continues a decade long tradition of
exciting Corvette road racers. Under the guiding hand of
engineering genius Zora Arkus-Duntov, Chevrolet first
thrust its sports car into competition in 1956.
In 1960 a trio of Corvettes was brought to Le Mans by team
owner Brigs Cunningham. With a remarkable demonstration of
endurance and speed, the #3 car, driven by John Fitch and
Bob Grossman, finished eighth overall, well ahead of many
of the finest sports and all-out racing cars of the era.
The third-generation Corvette, introduced in 1968,
continued the winning ways of its predecessors. In fact,
Corvettes were totally dominant in the late 60's and 70's,
winning sixteen SCCA national A-and B-Production titles
and finishing as high as third overall at both Daytona and
Sebring.
In the Late 70's and early 80's Corvettes went Trans-Am
racing and though the competition was formidable,
Corvettes continued to finish in front. In addition to
racing in production classes as it had done for decades, a
more exotic Corvette-based car took to the track in the
late 80's. The incredible IMSA GTP Corvettes reached
speeds well in excess of 200 mph by virtue of their 1200
horsepower, turbocharged Chevrolet engines and thrilled
fans from coast to coast.
In the early 90's Corvettes were again provided an
opportunity to race against and defeat some of the world's
most sophisticated and most expensive cars in the
Bridgestone Potenza Super Car Series. Corvette once again
set new marks for speed and durability.
For 2001 Chevrolet introduced the new ZO6, a production
vehicle with 385-hp and 385-ft.lbs. of torque that's ready
for the racetrack. Based on the former hardtop model
already the lightest, stiffest and quickest corvette- it
is a car aimed directly at the diehard performance
enthusiasts at the upper end of the high-performance
market.
Courage Competition
Cars - Courage C 52
Web Site - http://www.sportscarchampionship.com/cgi-bin
entrantsdetails.cgi?category=teams&ID
Courage+Competition
Between 1982 et 2001, Courage has left his mark on the
history of the Le Mans 24 Hours, with notably :
- The record number of entries by a French car maker (47)
- Two winner stands: 3rd in 1987, 2nd in 1995.
His cars have crossed the finish line twenty-two times,
thirteen times ranked in the top ten. An overview of
the teamıs racing highlights:
1982 The first Courage-Ford Cosworth entered in Le Mans.
1985 First year with a Porsche engine.
1987 First winnerıs stand in Le Mans (3rd place of C 20
Porsche).
1989 Le Mans : win in the C2 category, after 20 years of
British supremacy. Entry in the Protoype Sport
Championship
1990 Entry in the Protoype Sport Championship
1991 Entry in the Protoype Sport Championship
1992 Entry in the Daytona 24 Hours. Le Mans : 6th place.
1994 Le Mans : pole position and 7th place.
1995 Courage officially represents Porsche in Le Mans, and
registers his best result to date : 2nd (1er in
prototype).
1996 Entry in the Daytona 24 Hours. Le Mans : 7th
Start of customer program.
1997 Entry in the ISRS championship. 2 pole positions and
1 win.Le Mans : 4th (2nd prototype).
1998 Nissan partnership (engines)
1999 Le Mans : 3 Courage chassis on the starting line and
3 at the finish : 6th
8th (only Nissan mechanics to finish), and 9th .
2000 Le Mans : 4th place of a Courage Peugeot (Pescarolo
Sport)
2001 3 Courage chassis entered in Le Mans (2 Pescarolo
Sport, 1 SMG).
Pescarolo-Sport wins at Estoril and Magny-Cours, 2nd
place in Nürburgring ( FIA championship).
2002 FIA Sportscar Championship and Le Mans 24 Hours.
Freisinger Motorsport
Cars - Porsche 911 GT2
Web Site - http://www.superracingweekends.com/
fiagtmg2002/Teams/FreisingerMotorsport.htm
1993 2nd in the Nürburgring 24 Hours
1994 BPR GT Series; 2nd at Paul Ricard
1995 Le Mans with Porsche 993 biturbo, 19th
1996 BPR GT Series
1997 FIA GT Championship
1998 GTR series, 2 wins. GT2 class winner at Petit Le
Mans.
1999 2nd at 12 Hours of Sebring; winner of the Suzuka
1000km; 3rd and 1st Porsche in FIA GT Championships,
including 3rd at Monza
2000 4th in FIA GT Championship Teams Classification:
winner at the Lausitzring, 2nd at Monza. 2nd in ELMS
at Silverstone and 1000km Suzuka
2001 3rd overall at Rolex 24 Daytona. 2nd, 24 Hours of Le
Mans, LM GT; 3rd, FIA GT Championship, N-GT
Classification - second at Spa, Austria, Nürburgring
and Zolder
GTC Competition
Cars - LMGTP
Web Site - http://www.gtc-mirage.com/NewFiles/intro.html
Upon the request of the Ferrari Factory, Grand Touring
Cars, Inc. (GTC, Inc.) was first incorporated in Chicago,
Illinois in 1972, by Harley E. Cluxton III, who became the
youngest exclusive Authorized Ferrari Dealer in the United
States. It relocated to Phoenix, Arizona in 1973, and the
dealership has been in Scottsdale, Arizona ever since.
GTC, Inc. was awarded the Lamborghini importership for the
Western United States from 1973 through 1977.
In late 1975 John Wyer, the guru of LeMans (with World
Championships for Aston Martin, Porsche, Ford, and Mirage)
approached Mr. Cluxton as to whether he would be
interested in purchasing his Mirage Team from the Gulf Oil
Corporation in Pittsburgh. Mr. Cluxton had competed
against John while he was racing for Ferrari and had
struck up a close friendship with both John and his
drivers. Mr. Cluxton purchased the Mirage Team from Gulf
in early 1976. By June of 1976, he had become a team
owner, hired John as a consultant, retired from driving,
hired drivers, found the sponsorship and achieved team
finishes of 2nd and 5th behind the factory 936 Porsche!
Mr. Cluxton directed the extremely successful GTC-Mirage
two-car team from 1976-1982 in the F.I.A. World Sportscar
Championship. In 1982, Mario and Michael Andretti, sixth
on the grid out of 58 cars, the only American owned,
American manufactured and American driven Group C car was
excluded 20 minutes before the start of the race for a 2
centimeter infraction. The Mirage team has not been back
to Le Mans since. But that is not to say GTC has been
dormant in the world racing arena. Quite the opposite.
GTC developed and manufactured 2.65 c.i. turbo charged
Indy motors for Renault. We continue to represent,
unabated from 1978, Formula 1 drivers, CART drivers and
selected Sportscar drivers in sponsorship, legal and
management matters. We have and continue to provide these
services to major Formula 1 teams, CART teams,
manufactures and Fortune 500 corporations.
Jaguar
Cars - Jaguar XJR9 LM
Web Site - http://www.jaguar-racing.com/
Jaguar Racing extends a long and distinguished motorsport
tradition with its entry into the 2002 Formula One World
Championship. The company has been involved in motorsport
since it was founded in 1922. Seven times it has won the
world's toughest endurance race at Le Mans, been World
Sports Car Champions three times and in 1956 won both Le
Mans and the Monte Carlo Rally in the same year.
The roll call of drivers who have raced Jaguars during the
past 50 years reads like a Who's Who of motorsport. In the
Fifties, Mike Hawthorn, Paul Frere, Duncan Hamilton and
Stirling Moss were regulars with the Jaguar team. Jackie
Stewart (and brother Jimmy), Sir Jack Brabham, Briggs
Cuningham and Graham Hill all drove Jaguars during
successful racing careers. In more recent times, Martin
Brundle, Tom Walkinshaw, Derek Warwick, Patrick Tambay,
John Watson, Eddie Cheever and Jan Lammers all drove for
Jaguar.
The lessons learned on the race tracks will benefit the
Company's customers around the world as Jaguar prepares to
expand its model range. This will extend the appeal of the
marque to new sectors of the premium car market.
JMB Competition
Cars - LMP
Web Site - http://www.superracingweekends.com/
FIAGTmg/Teams/JMBCompetition.htm
1997 FIAGT Championship and 24 Hours of Le Mans with a
Porsche 911 GT1
1998 winner of the Sports Racing World Cup with Emmanuel
Collard and Vincenzo Sospiri, in a Ferrari 333 SP,
and the 24 Hours of Le Mans
1999 winner of the Sports Racing World Cup with Emmanuel
Collard and Vincenzo Sospiri, in a Ferrari 333 SP,
and the 24 Hours of Le Mans
2000 Winner of the Sports Racing World Cup with David
Terrien and Christian Pescatori, in a Ferrari 333
SP; selected rounds of the FIA GT Championship with
two Ferrari Modena 360s; 2nd in the N-GT category of
the 6 Hours of Vallelunga with a Ferrari Modena 360
2001 FIA N-GT Champions, 5 wins; Champion of the FFSA
category in the FFSA French GT Championship; winner
of the N-GT category of the Vallelunga 6 Hours with
a Ferrari Modena 360
Joest Racing
Cars - LMP
Web Site - http://www.joest-racing.de/
Reinhold Joest's eyes are gleaming when he reports from
the 24 hours of Le Mans. "For me, Le Mans is the biggest
challenge existing in motorsports." He knows what he is
talking about: Scarcely anybody knows the perfidies of the
French classic long-distance race as well as him. Joest
has experienced the race as driver and as a team owner.
The numerous victories are the results of meticulous
preparations. "Everyone asks for the mystery of Joest
Racing", says Reinhold Joest. "But there is no mystery.
Everything that counts are perfect preparations, ideal
manpower planning and the right strategy. The basic
requirement is a steady car. The team has to work
perfectly, the drivers must not make mistakes."
In the years 1996 and 1997 everything worked right in the
Joest Racing team: With an open Porsche sports car
prototype, the Joest team managed to take the checkered
flag twice in a row. Thus being the second 1-2 victory
after the years 1984 and 1985 - at this time with the
Porsche 956.
The team's strength is based on a long-lasting experience.
The bulk of the crew, which attended the group C-Porsche
cars in the 80ies, is still on board. "The core crew is
the same", proudly says Reinhold Joest, who is looking
back on over 20 years as a race driver. "For this reason
the important know-how and many rules of thumb get stuck
in the team.
Johansson Matthews Racing
Cars - Reynard 2KQ-Judd
Web Site - Unable to find information online
Konrad Motorsport
Cars - GT2
Lola B2K10-Ford
Porsche 911 GT2
Web Site - http://www.konradmotorsport.com/
Konrad Motorsport was founded by Franz Konrad in 1976
and is now based in Verl, Germany, where Konrad and his
engineers, mechanics, and administrative staffs oversee
the production of high-class racecars, including Porsche,
Lamborghini, Lola, and Saleen which are prepared for
numerous racing series.
Kremer Racing
Cars - LMP
Web Site - http://www.kremer-racing.net/
2000 - Participant at the European Le Mans Series and the
Sportsracing Worldcup with the Lola B98/K2000 ,
Winner of the last World-Cup-Race in Kyalami with
Gary Formato and Ralf Kelleners
1999 - Participant at the International Sports Racing
Series (ISRS), 30 years Le Mans with the Lola
B98/10 with Roush-Ford-Power
1998 - 2nd Sportsprototype in Le Mans (12.th overall)
Participant at the ISRS with the K8 Sypder
1997 - Overall-Winner of the 1000km Monza with the Kremer
Spyder K8. Participant at the FIA-GT-Championship
with Porsche GT1 and GT2
1996 - Participant at the 24h Le Mans & the BPR-Series,
Winner of the 4h of Le Mans, international GT-Race
of Shah Alam & the Oldtimer Grand Prix at the
Nürburgring
1995 - Winner of the 24h of Daytona with the Kreme
Porsche Spyder K8 (Jürgen Lässig, Christophe
Bouchut, Giovanni Lavaggi & Marco Werner), Porsche-
Works supported participation at the 24h Le Mans
(K8) : 6th overall. Participant at the BPR
Championship with Porsche 911 GT2
1994 - Kremer Racing is Honda-Worksteam, Vice-Champion in
the ADAC-GT-Cup, 25 years of Kremer Racing in Le
Mans: 3 Honda NSX GT in the team & at the finish
line! Additional 6.th overall with Kremer Porsche
Spyder K8
1993 - Interserie-Champion with Giovanni Lavaggi,
Interserie Vice Champion with Thomas Saldana, both
on Kremer Porsche K7
1992 - Interserie-Champion with Manuel Reuter on Kremer
Porsche Spider K7, Vice-Champion in the Porsche Cup
1991 - Best Porsche-team in the Group C Sportscar
Championship
1990 - Winner of Porsche-Cup & Interserie Champion with
Bernd Schneider, 6.th in the Group C Championship\
1989 - 2.nd in Porsche-Cup and in Interserie, 3.rd in
Japanese Endurance-championship, 8.th in the Group
C Championship
1988 - 3.rd in Porsche-Cup and Interserie, 3.rd in
Japanese Endurance-championship, 8.th in the Group
C Championship, Mario and Michael Andretti are
Kremer-Racing Team-pilots
1987 - Winner of Porsche Cup with Volker Weidler, 6.th in
the Group C Championship, 5th. in Super-Cup, 4.th
in Interserie, 7th in All Japan Sportscar
Championship
1986 - Participation at the Group C Sportscar World
Championship, Supercup & Interserie
1985 - Winner of 1000km in Monza (Group C) and 200 Meiles
of Norisring
1984 - Winner of the 200 Meiles of Norisring with Manfred
Winkelhock
1983 - With Alan Jones, Mario Andretti and Keke Rosberg 3
former F1-Champions as Kremer-Team-drivers. Mario
and Mike Andretti, & Phillipe Alliot gain a 3rd
overall at Le Mans
1982 - Vice-Champion in the german Racecar-Championship
1981 - Winner of Porsche-Cup with Bob Wollek, Vice
Champion and best Porsche in the german Racecar
Championship
1980 - A customer- Kremer Porsche 935 K3 winns IMSA
championship and Porsche Cup
1979 - Overall-Winner of the 24 hours of Le Mans with
Kremer Porsche K3 and Klaus Ludwig, Bill & Don
Whittington, Winner of the german Racecar
Championship and Porsche-Cup with Klaus Ludwig
1978 - Winner of Porsche-Cup with Bob Wollek, Krremer
helps Porsche to win World Championship for makes,
Group 5 -class winner in Le Mans with Porsche 935
and the drivers Jim Busby, Rick Knoop and Chris
Cord.
1977 - Winner of Porsche-Cups with Bob Wollek, Vice
Champion of german Racesportchampionship, Group 4
class-win in Le Mans with Porsche 934 and Bob
Wollek, Phillipe Gurdjian and "Steve"
1976 - Winner of Porsche Cup with Bob Wollek, best
Porsche-team of german Racesportchampionship
1975 - Best Porsche-team of german Racesportchampionship
1974 - Winner of Porsche-Cup and GT-Europe-championship
with John Fitzpatrick
1973 - Winner of Porsche-Cup and GT-Europe-championship
with Clemens Schickendanz
1972 - Winner of Porsche-Cup and GT-Europe-championship
with John Fitzpatrick
1971 - Winner of Porsche-Cup with Erwin Kremer, winner in
5. International 1000km-Races
1970 - GT-Winner in the 3000ccm-class with Erwin Kremer
and Nicolas Koob on Porsche 911S at the 24h of Le
Mans
1969 - Helped to win the GT-Worldcup for Porsche
1968 - Winner of Europe-Touringcar-championship with Erwin
Kremer on Porsche
La Filiere ELF
Cars - Courage C 36
Web Site - Unable to find information online
Lancia
Car: Lancia LC2
Web Site - http://www.lancia.com/
History section not currently online
Larbre Competition
Cars - GT2
Web Site - http://www.larbre-competition.com/
Founded in 1998 by Jack Leconte, Leconte was able to
create and develop the Larbre Competition team even while
overseeing his own transport and logistic company. In
2000, Leconte decided to devote himself full-time to auto
racing to secure the position of the team as a major
player in motorsport.
Mopar Team Oreca
Cars - Reynard 2KQ-Mopar
Web Site - http://www.orecaracing.com/
No history available on this French-language site
Multimatic Motorsports
Cars - Lola B2K40-Nissan
Web Site - http://www.multimatic.com/
Multimatic Motorsports has enjoyed significant success
since its inception in 1992. Two Canadian national
championships, strong debuts in all new endeavours and a
continuous string of podium finishes has established
Multimatic Motorsports as a leading North American racing
organization.
Scott Maxwell is the teamıs lead driver and brings a
wealth of motor racing experience, in a wide range of
classes and formulae, to the organization. Scott was part
of the group that conceived Multimatic Motorsports and he
continues to play a prominent role in the planning and
organization of the team. He is also a key member of
Multimaticıs ride and handling development organization
that offers services to the global automotive industry.
Newcastle Lister Storm
Cars - Lister Storm GTL
Web Site - http://www.listerstorm.com/
The first Lister sports racer was designed in 1954 by
Brian Lister,and the cars competed against Jaguar D-types
and Aston Martins throughout the 1950ıs. The ı54 season
initially featured a Lister MG, which scored five wins and
eight second places in the hands of Archie Scott-Brown.
This was followed in June of that year by the Lister
Bristol, which won its class in the supporting race to the
British Grand Prix ahead of the works Jaguars and Aston
Martins. A further 13 victories were recorded that year.
Scott-Brown went on to dominate the British sports-racing
car season in 1957, winning 11 out of 14 races in total
and the prestigious British Empire Trophy Race, aboard a
Lister Jaguar. Just to underline its place in the history
books, Archieıs Lister Jaguar also notched up many lap
records on his successful rampage.
As a result of this success Brian Lister attracted
customer orders for an improved 1958 version of the car,
which conformed to international regulations; this car was
to be known as the Knobblyı Lister-Jaguar (a Centenary
Edition of this car was built to celebrate 100 years of
the Lister company in a joint venture between Brian and
current Lister helmsman, Laurence Pearce, in 1990).More
success followed with Stirling Moss winning the support
race for the British Grand Prix and Lister Chevrolets
dominating the American sportscar scene. This year also
marked the debut of Lister Jaguar at Le Mans, where two
cars competed in the French classic and one placed 15th.
Lister Jaguar returned to Le Mans a year later, again with
a two car squad. Glory was not to come their way, however,
as both cars retired with engine problems. The lead car
showed that the British racing combination had unfinished
business at Le Mans, however, as it was running in fourth
place at the time of its retirement.
From 1959 until the early 1980ıs, Lister Cars retired from
competitive racing. However, the name was revived
following the involvement of engineer Laurence Pearce and
a new car was designed to take part in a series of races
for Jaguar sports cars known as the Lister Challenge.
During this decade Laurence, in association with Brian
Lister, was responsible for the rebirth of the company as
a producer of performance road cars. This then led to the
design in 1991 of an all-new supercar, as opposed to the
Jaguar conversions that had previously been produced under
the Lister name; the Storm.
With the Storm road car being launched in 1993, Laurence
and Lister then had the perfect machine to rekindle the
works Lister Cars racing team of the 1950ıs. The emergence
of GT racing as the worldıs top sportscar arena over the
past few years had provided ideal timing for a Lister
Storm GT1 contender to return to the international
competition stage. Now Lister has the experience of three
Le Mans 24 Hours, three Daytona 24 Hours, selected races
in the 1996 BPR International GT Series where the car
always ran in a podium position, the 1997 and 1998 BRDC
Privilege Insurance GT Championships (finishing second in
the GT1 Championship in 1998), the American SportsCar
racing series and the FIA Global GT Championship.
In 1999 the Storm won both classes of the Privilege
Insurance GT Championships with Julian Bailey and Jamie
Campbell-Walter in the GT1 car and David Warnock in the
GT2 car. Julian Bailey and Jamie Campbell-Walter also won
the Royal Automobile Club Tourist Trophy and the Oulton
Park Gold Cup. Julian and Jamie won seven out of the
eleven British rounds, David Warnock won all six races
entered in the Lister Storm GT2. The Storm GT2 also
competed in four rounds of the FIA Championship achieving
2 pole positions and one 2nd position on the grid,
finishing 2nd at Donington, 3rd at Zolder and 4th at
Hockenheim. Thorkilld Thyrring won the Danish Grand Prix
in a Lister Storm and Peter Hardman and Nicolaus Springer
came 2nd in the final two races of the Spanish GT
Championship.
Nissan Motorsports
Cars - Nissan R390, Nissan R391
Web Site - http://www.nismo.co.jp/
Unfortunately, this site is entirely in Japanese... a
language I cannot read :-(
Panoz Motorsports
Cars - Panoz Esperante GTR
Panoz LMP Spyder
Panoz LMP-1
Panoz LMP07
Web Site - http://www.panozmotorsports.com/
1997
Formed by entrepreneurial businessman, Donald E Panoz,
and based in Braselton, Georgia alongside the Road
Atlanta track.
Four Panoz GTR-1 cars were designed and developed for
the company by Reynard Motorsportıs special projects
division, RSVP. One was run in the Professional Sports
Car Series by Panoz, and three were represented in the
FIA GT Championship by two teams ­ the French DAMS and
British DPR teams. The front-engined cars with the
rumbling 6.0 liter Ford V8 engines attracted a great
deal of attention.
Victory at Road Atlanta in the teamıs second ever race,
2nd place overall in the Manufacturersı points
standings in the US PRSCC.
First time at the Le Mans 24 Hour race ­ retired due to
mechanical failure after 17 hours while running in the
top ten.
1998
Two GTR-1s entered in the two leading US sports car
series and one in the FIA GT Championship, run by DAMS.
Multiple class victories and winners of the Team and
Drivers Championship titles in the Professional Sports
Car series.
At the pre-qualifying sessions for the Le Mans 24
Hours, an electric-hybrid version of the GTR-1 ­ the
Panoz Q9 - was entered. Unfortunately the car was not
among those to line up on the grid for the race itself.
First running of the 10-hour Petit Le Mans event at
Road Atlanta. Q9 was entered with the two factory GTR
1s and finished 2nd in the GT1 class ­ the first
electric hybrid vehicle to race in an international
event.
1999
The Panoz LMP-1 Roadster S, new open-cockpit cars, run
in the American Le Mans Series ­ a new racing series
founded by Don Panoz using ACO (Le Mans) regulations.
Victories at Mosport Park, Portland and the Petit Le
Mans races.
Winners of the Teams and Manufacturersı Championship
titles, David Brabham and Eric Bernard 2nd in Driversı
points standings.
2000
Using an evolution version of the LMP-1 Roadster S, the
team continue in the American Le Mans Series powered by
Elan Power 6L8 engines, built and prepared by Panozıs
own engine company, Elan Power Products. Panoz chassis
have also been sold as customer cars for entry at the
Le Mans 24 Hour race and the Sportsracing World Cup
Series.
Victory at the Nurburgring in Germany, 3rd place in the
Teams and Manufacturers Championships.
2001
Introduction at the beginning of the year of the all
new Panoz LMP 07 prototype powered by the Panoz V8 4
liter engine. After six months of technical troubles
and unreliability, the decision was taken after the 24
Hours of Le Mans in June to re-introduce the 2000 LMP-1
Roadster. Since that time, the team took two victories,
plus a 2nd and 3rd placing.
Paul Belmondo Racing
Cars - Chrysler Viper GTS-R
Web Site - http://www.paul-belmondo-racing.com/
Web site currently under reconstruction
Pescarolo Sport
Cars - Courage C 52-Peugeot
Web Site - http://www.pescarolo.com/
Web site does not contain historical information on the
team
Peugeot Talbot Sport
Cars - Peugeot 905
Web Site - http://www.peugeot-avenue.com/
A generalist manufacturer, Peugeot has always been
involved in motor racing and has for the last fifteen
years or so demonstrated the importance of high level
sport for its image.
Crowned World Rally Champion twice, in 1985 and 1986, with
the 205 Turbo 16, the Lion trademark dominated long
distance rallying from 1987 to 1990.
Turning to the motor racing circuits, Peugeot won the Le
Mans 24 hours in 1992 and 1993, and was crowned World
Champion in the 1992 Sports Car championships with the
905. Entering F1 in 1993 as an engine manufacturer,
Peugeot partnered McLaren, Jordan then Prost Grand Prix.
Supplying an engine considered to be one of the best in
F1, Peugeot did not however obtain the results it had
hoped for and withdrew from F1 in 2000, directing its
efforts to running the totally new 206 WRC in the World
Rally Championship, with which it scooped the dual crown
of World Champion Constructor and Driver in 2000, its
first full year of competition.
Pilot Racing
Cars - LMP
Web Site - http://www.pilotrc.ee/
Unfortunately, this site is entirely in a Scandinavian
language I cannot read :-(
Riley & Scott Europe
Cars - Riley & Scott MKIII S2
Web Site - http://www.rileyscott.com/
Riley & Scott was founded in May 1990 with a contract for
a single Trans-Am chassis. Today, more than seventy-five
complete racing cars have been delivered to loyal
customers. It began with George Robinson, a Texas-based
businessman/driver who bought the first Mk I Trans-am
chassis, and also bought the first Hunter (the Mk II), and
a Mk III and a Mk III C, to earn a place in the customer
Hall of Fame.
General Motors began its long involvement with R&S by
purchasing Mk I chassis nos. 2, 3 and 5. In its first
season, the Mk I began its domination with the first of
three successive championships. Scott Sharp won in 1991
and 1993; Jack Baldwin won in 1992. Between 1991 and 1997,
40 of the Mk I chassis were built and sold, and the
company was established as a brand in major professional
road racing.
R&S began racing as a company in 1996. Before that, the
company supported its customers in Trans-Am and World
Sports Car, but did not race its own products.
That changed when GM tapped R&S to introduce its Aurora
4.0 L engine to World Sports Car competition. In 1995, the
R&S MK III began a hugely successful run that continues
today. The first customer was Dyson Racing, which used
Ford power.
In February 1996, R&S and Doyle Racing debuted for GM at
the "Rolex 24 at Daytona" in spectacular fashion. Drivers
Wayne Taylor, Jim Pace and Scott Sharp brought home Mk III
chassis no. 004 first in the closest race ever at Daytona.
After 24 hours, Wayne brought the car home less than one
minute in front of a Ferrari 333 SP driven by Max Papis.
At the 1996 Twelve Hours of Sebring a month later, the
team steamrollered to its second straight endurance
classic win. Wayne Taylor, Jim Pace, and endurance maestro
Eric van de Poele combined for the win. Competing against
the Ferraris and a number of customer Mk IIIs, the factory
effort won again at Texas World Speedway on May 5th. After
a third-place at Watkins Glen, the team flew to France for
the 24 hours of Lemans with high hopes. These were brought
to earth by a gearbox failure in the 14th hour.
The team returned to the US and won again that year at
Sears Point. Wayne Taylor finished 1996 as the IMSA World
Champion sports car driver. Between the Dyson team and the
factory effort, R&S Mk IIIs won 7 of the 10 races for the
championship.
In 1997, the factory effort returned as a two-car team.
Peruvian ace Eduardo Dibos had purchased chassis no. 006,
and R&S ran that car and the Doyle Racing entry. The
season was a disappointment however, as the Aurora motors
that had been so reliable the year before suddenly began
to experience mechanical failures. At Daytona, the
defending champion had a three-lap lead at 3 a.m. when the
motor self destructed (the Dibos car finished third in the
race, which was won by Dyson Racingıs Mk III). In the
eleven-round championship, the teamıs best finish was a
second at Pikes Peak International Raceway in September.
As the success of the Mk I attracted attention, other
opportunities arose. Long-time sports car team owner Rob
Dyson asked R&S to improve his Spice/Ferrari WSC car in
1994. The experience gave him the confidence to order two
of the Mk III WSC prototypes Bob Riley was ready to
design.
Ready because WSC was the perfect opportunity for the
company. Created as a reaction to the collapse of the IMSA
GTP class when manufacturers (Nissan, Toyota, Jaguar)
determined GTP no longer met their marketing goals, WSC
was designed to make prototype sports car competition
affordable for "privateer" entrants like Dyson Racing.
The car debuted in the Rolex 24 at Daytona in February
1995. After DNFs at Daytona and Sebring, it began a string
of successes against the Ferrari 333 SP and other rivals
that continues even today. From round 3 of the IMSA
championship at Road Atlanta to the season finale at New
Orleans, a Dyson Mk III won 5 of the 8 races and finished
on the podium in every race.
Following the factory teamıs win at Daytona in 1996, the
Dyson team won the race in 1997, and followed that with a
second at Sebring. The Dyson team won four of the eight
rounds of the IMSA series and the team and driverıs
championship (Butch Leitzinger) that year.
In 1998, six Mk IIIs took the green at Daytona, but the
Ferrari 333SP scored its first and only 24 hour win in
that event. Jim Matthews, Intersport, Transatlantic
Racing, Support Net Racing, and BMW Team Rafanelli all
competed in various events in Mk IIIs that year. The BMW
Team Rafanelli entry won its first event, at Laguna Seca
in October.
Despite the increased competition, the Dyson Team remained
dominant, winning the Team and Driverıs Championships
(Butch Leitzinger, again) in the USRRC Can-Am series.
A WSC series known as the ISRS (International Sports
Racing Series) began in 1998, and grew into the FIA Sports
Car Championship by 2001. Bill Riley had established Riley
& Scott Europe in 1998 to service the growing number of
customers in that series. As many as four R&S Mk IIIs
started ISRS events that year, fielded by Solution F,
Target 24, and BMW Team Rafanelli.
After the Rafanelli car secured the Mk IIIıs first
European pole in the 5th of eight rounds, the Solution F
car, piloted by Gary Formato and Jerome Pollicand, won the
final race of the year at Kylami in South Africa.
In August 1997, the company introduced its first IRL
chassis, the Mk V. Two of the cars raced in the final IRL
event of 1997 at Las Vegas, driven by owner/driver Stan
Wattles and Mike Shank for Neinhouse Racing. The winner of
that event was Eliseo Salazar, who even then was in
negotiations with R&S to race the Mk V in a factory effort
in 1998.
That team was sponsored by Reebok. R&S brought the shoe
giant to the IRL in the Leagueıs first non-automotive
primary sponsorship. The season reached its zenith on the
morning of Pole Day, May 15, 1998. After a promising week
of practice for the Memorial Day classic, Salazar was 5th
quickest in the morning warm-up, with a realistic chance
for the pole later that day.
The afternoon brought disaster. Eliseo crashed hard in
turn one on the first lap of what should have been a four
lap qualifying run. Not seriously injured, Salazar
returned to the track for practice in the backup car just
hours later. But the damage was done, and the teamıs
backup qualified weakly on Bump Day. At 5:43 PM that day,
Billy Roe bumped Salazar from the field and the season was
effectively over.
At Dover in July, Salazar was severely injured in a
practice crash. He recovered well and is still a force in
the IRL today.
After Reebok, the team found support from Brant
Motorsports. The Brants were West Virginia-based aviation
and real estate entrepreneurs with a background as NASCAR
sponsors. They bought the team cars and motors after the
1998 season in preparation for the 1999 campaign.
1999 was more successful, in that driver Raul Boesel
qualified for and finished 12th in the Indy 500 that year.
When GM ended the Aurora program in 1997, two others were
in the works. The Corvette C-5R began testing in 1998 and
first raced at Daytona in 1999. Those cars were built by
and have been raced very successfully by Pratt & Miller
Engineering. However, R&S played a role in the development
of the car and throughout its first season on the track.
Bill Riley managed a hand-picked crew from R&S to race one
of the two cars at Daytona, Sebring, and Petit Lemans that
year.
R&S was already building the first Cadillac Northstar LMP
prototype in 1999. That car first tested in September 1999
and debuted at Daytona in February of 2000. After
exhibiting typical teething issues at Daytona, the cars
struggled for results against the dominant Audis at
Sebring and Lemans.
In its fifth appearance in the Rolex 24 at Daytona, the Mk
III reached a high water mark. Eight cars, with a total of
thirty drivers, took the green. Two new teams, TRV
Motorsport and Hybrid R&D, entered the race. At the
checker, Dyson Racingıs chassis 002 took the win, driven
by Andy Wallace, Elliot Forbes-Robinson, and team owner
Rob Dyson.
American sports car racing remained splintered that year.
The American Lemans Series and the USRRC both staged
championships again. For the first and only time, one
driver, Dysonıs Elliot Forbes-Robinson, won both. The
Dyson team also won the USRRC championship.
Sebring in 1999 also set a record for Mk III
participation. Eleven chassis started the race, which
marked the debut of Robinson Racing as well as new entries
from Nygmatech, Autoexe, and the Whittington Brothers.
After 12 hours, Dysonıs chassis 002 was second to the
winning BMW by the closest margin in the long history of
that race.
Team Rafanelli also won that year, at Road Atlanta with
drivers Eric van de Poele and Mimo Schiattarella. This
time, the car was powered by a Judd engine.
In Europe, four chassis competed regularly in the ISRS.
Nicola Larini in the Target 24 Judd-powered posted the
best finish, a second, after winning the pole at Pergusa.
Three R&S also started at Lemans that year, but all
retired early with motor problems.
When GM ended the Aurora program in 1997, two others were
in the works. The Corvette C-5R began testing in 1998 and
first raced at Daytona in 1999. Those cars were built by
and have been raced very successfully by Pratt & Miller
Engineering. However, R&S played a role in the development
of the car and throughout its first season on the track.
Bill Riley managed a hand-picked crew from R&S to race one
of the two cars at Daytona, Sebring, and Petit Lemans that
year.
R&S was already building the first Cadillac Northstar LMP
prototype in 1999. That car first tested in September 1999
and debuted at Daytona in February of 2000. After
exhibiting typical teething issues at Daytona, the cars
struggled for results against the dominant Audis at
Sebring and Lemans. R&S and GM parted ways at the end of
the year.
Riley & Scott produced the Mk VIII IRL racing car in 1999
and 2000. The first customer, Hemelgarn Racing, had
finished 3d in the IRL championship in 1999 (the team,
with driver Buddy Lazier, won the Indianapolis 500 in
1996). Other Mk VII customers included Walker Racing (for
driver Sarah Fisher) and Team Cheever (1998 Indy 500
winner Eddie Cheever).
At the opening race of the 2000 championship at Orlando,
Buddy and Eddie were running 1-2 with 5 laps remaining. An
historic debut was spoiled by backmarkers, as Robby Buhl
expertly used traffic to pass both R&S cars.
That misfortune was righted at the next race in Phoenix.
After an unsatisfying qualifying effort, Hemelgarn elected
to withdraw its primary car and start Buddy in the backup
R&S from the very back of the grid. Buddy carved his way
through the field to win the race, the first and only time
an IRL driver has gone "worst to first".
Although Buddy went on to win the championship, the R&S
proved insufficiently developed for the Speedway. The
teams shelved their R&S chassis, qualified for the 500 in
other cars, and R&S was once more out of the IRL.
The story of sports car racing in the last two years is
simple ­ Audi. Audiıs commitment, F1-level budgets, and
the results that they have achieved have all been
chronicled elsewhere.
Among privateers, however, the Mk III has persisted and
continued to win. 2000 brought the inaugural season of the
Grand American Road Racing Association, founded on
principles of lower-cost, more-equal competition.
Dyson Racing (6) and Robinson Racing (1) each won Grand Am
races in 2000. Dyson was team champion, and James Weaver
was driver champion. Grand Am also established a
manufacturerıs championship, which was won by Riley &
Scott.
In 2001, the Mk III remained a vital part of the Grand Am
series. Seven of the chassis were on the grid at Daytona,
including chassis 001, an amazing six years after it first
competed in that event. Although motor woes again dropped
the cars from the overall podium at Daytona, they
continued to dominate in the series.
Dyson Racing won the team championship, and James Weaver
and Butch Leitzinger won five races and finished first and
second in the driverıs championship. Riley & Scott won the
manufacturerıs championship over Lola and Ferrari.
Heading into 2002, there is no doubt that Grand Am races
will once again feature Riley & Scott Mk IIIs at the front
of the grid and on the podium ­ joined this time by
younger siblings.
In both Grand Am and ALMS, the new Mk IIIC, which Dyson
debuted at Sebring in 2001, will compete for race wins and
championships. This site will chronicle the story of the
Jim Matthews Racing/ Riley & Scott partnership as the
factory returns to prototype racing in 2002.
After the completion of our work with GM, longtime
customers saw an opportunity to engage R&S in new
projects. A new Mk III, the Series C, was designed and
production began on cars for Dyson Racing and Robinson
Racing. Tom Gloy, who had purchased one of the first R&S
Mk I chassis, asked the company to design and build a new
car for that series. The car was ready in July and
competed in the last three rounds of the championship,
beginning at Mid-Ohio in August.
Bill Riley accompanied the Tom Gloy Racing team to each
event. At Mid-Ohio, Tony Ave drove the new car as an
"extra" TGR entry. Tony qualified third and was running
top five when the gearbox broke.
Defending Series champion Brian Simo drove the car for the
first time in the next race at Laguna Seca. Brianıs
qualifying time was disallowed on a technicality, and he
was forced to start in the rear of the grid. Brian cut
through the field of 24 cars to finish second to Justin
Bell. The car had proven its superiority. At the season
closer in the streets of Houston, Brian again finished
second to Justin Bell.
ROC
Cars - Reynard 2KQ-Volkswagen
Web Site - Unable to find information online
Roock Racing
Cars - GT2
Web Site - http://www.roockusa.com/
Founded in 1984, the ROOCK Sportsystem family business
focuses entirely on Porsche. The Leverkusen, Germany (just
outside of Cologne) based company specializes in racing,
developing unique high quality products and performance
tuning programs for several Porsche models. In 1999, ROOCK
Sportsystem moved its operations to Braselton, Georgia
(just outside of Atlanta) to form ROOCK North America,
LLC.
ROOCK Motorsport is Europe's most successful Porsche
customer racing team, with five Championship titles in
less than seven years and victories at 24 Hours of Le Mans
and the Daytona 24 Hours. Our passion for racing is the
main reason the company is conveniently located at the
Road Atlanta race course.
ROOCK has worldwide sales and distribution facilities in
North America, Europe and Japan.
It all began in 1990 when ROOCK Racing was approached by a
customer to maintain his club racing Porsche. At the end
of the season, the customer's car finished fifth in the
championship and Michael and Fabian were hooked on racing.
Not only were they passionate about the competitiveness,
but they also has a vision for a future business
opportunity.
Fabian ROOCK intensified his links to motor racing. After
each step on the ladder of success and victory, ROOCK
Racing set out for new challenges and made it clear that
ROOCK was a hungry new team with a great racing future
ahead with victories at Le Mans 24 Hours, Daytona 24
Hours, and FIA GT World Championships.
In mid-1999, ROOCK ventured to step over to the United
States to campaign in the Le Mans Series.
Sauber
Cars - Sauber C9
Web Site - http://www.sauber.ch/
At first sight, the small town of Hinwil in the Zurich
Highlands is probably not the place you would expect to
find a highly developed Formula One centre, equipped to
the finest technical detail. But appearances are
deceptive: It is only a few steps from the workshop, in
which the now 58-year-old Peter Sauber started his company
in 1970, that the high-tech cars, which have been
competing in the Formula One World Championship since
1993, are built.
The development of high technologies and their function
under race pressure within the field of motor racing has
always fascinated Peter Sauber. While back then three of
his current competitors were already active in Formula
One, Peter Sauber started off quite modestly by comparison
with the sporting variation of the legendary Volkswagen
Beetle.
SMG
Cars - Courage C 60-Judd
Web Site - Unable to find information online
Team Augusta Racing
Cars - GT2
Web Site - Unable to find information online
Team Cadillac
Cars - Cadillac N LMP
Web Site - http://www.cadillaceurope.com/
The new racing season is here and the Cadillac Team is
excellently prepared for toughest competition in the ALMS
on the race tracks of America and of course, Le Mans.
Since the end of last season the team worked hard on the
second generation Cadillac LMP 02. It was designed under
the direction of GM Racing engineers by Nigel Stroud. Herb
Fishel, executive director of GM racing comments: "Very
seldom in racing can you talk about a program in its third
year and say that you have an all-new race car, but that
is exactly the case with the Cadillac LMP 02. The Cadillac
LMP 02 marks a new beginning for Team Cadillac with a
state-of-the-art race car."
Two teams of three international endurance racing stars,
each with Le Mans experience, have been named to drive the
brand-new Cadillac Northstar LMPs in 2002. Team Cadillac
is backed for the third straight year by a distinguished
list of supporters, including: ACDelco, Bose HiFi systems,
Compuware, GMAC Financial Services, Michelin, Mobil 1,
Northstar System, Tehama and On Star.
American Wayne Taylor, Italian Max Angelelli and Frenchman
Christophe Tinseau will drive Cadillac Northstar LMP No.
5. Finnish JJ Lehto will join Frenchmen Eric Bernard and
Emmanuel Collard in the No. 6 Cadillac Northstar LMP.
As final preparation for the start of the season the team
will run a 26-day test schedule which includes several 24
hour endurance tests. And on March 16th, the team and all
six drivers will give the Cadillac Northstar LMP 02 its
race debut.
Team Dams
Cars - Cadillac N LMP
Web Site - http://www.dams.fr/
The DAMS Formula 3000 and GT motor racing Team was the
creation of Jean-Paul Driot, in 1998. Prior to this Jean
Paul was a business partner with formula one driver Rene
Amoux. At the start of the team very first season DAMS
established that they were a top team with Eric Comas
driving the DAMS Lola, equalling the points with Jean
Alesi. With Comas and Alesi on equal points the
Championship went to Jean Alesi because he had more wins.
The next year the DAMS Team went on to become
International Formula 3000 Champions with Eric Comas in
only the teams third year.
Today in 1998, DAMS obtained 3 World Championship Crowns
in Formula 3000 with Comas, Olivier Panis, and Bouillon,
and has a total of 20 wins. Also 8 of DAMS drivers have
made the very difficult step up to the Formula One
Championship.
After the success of the Formula 3000 Racing Team DAMS
commenced on a design and feasibility study to enter
Formula One Grand Prix Racing. This project was the first
engineering partnership between DAMS and Reynard Racing
Cars. Unfortunately the project was stopped after two
years because of lack of sponsorship in France.
The next large step in the creation of DAMS was at the end
of 1996 when Jean-Paul DRIOT signed a contract with Don
PANOZ to run his Panoz GTI car for the next two years in
the 171A World GTI Championship, and Le Mans. This is also
a joint project with Reynard Racing Cars.
After having made the big manufacturers tremble with the
impressionable Panoz in the FIA-GT World Championships,
DAMS Team took on a new challenge in 1999 with an open
prototype. Having never worked on this particular kind of
car, the technical team drew on its GT experience to give
their drivers a very competitive LOLA T98/10 complete with
JUDD motor. In his first run at the Monza Sport Prototype
World Cup race, Eric BERNARD took the pole position and
was quickly imitated by fellow team-mate, Jean-Marc
GOUNON, one month later at Spa. The unreliability of this
very young car eventually deprived DAMS of 2 assured
victories at the end of races which were dominated mostly
by DAMS. Race after race innovations and continuous
development strengthened the reliability of the car and in
the second half of the season DAMS took 4 victories, which
did not go unnoticed by the world's first automobile
constructor, General Motors, at the dawn of the 2000
season....
For 2 years, DAMS has joined General Motors Le Mans Sports
Car program and runs the Cadillac LMP at Le Mans, FIA
World Cup and American Le Mans Series.
In 2000 the 2 Cadillac - DAMS Northstar LMP ran in 10
races including the 24 Hours of Le Mans where the car of
BERNARD/COLLARD/MONTAGNY held the 4th place until 3 hours
before race finish when suspension broke.
The Executive Management of General Motors who was
impressed by the performances and the professionalism of
the Team designated DAMS as the Cadillac Factory Team for
Le Mans 2001. After making a great improvement of 5
seconds in qualifying (compared to 2000 qualifying time),
DAMS kept GM aim of being in the fastest Teams, inside of
the top 5, until the last hour of the race when the clutch
broke.
Team Den Bla
Cars - Panoz LMP-1
Web Site - http://www.team.den-blaa-avis.dk/
Team Den Blaa Avis Ltd. was established before the 1997
season with the aim of placing Denmark on the map in the
world of motorsports. It is Denmarks first truly
professional racing team, and has managed to establish
itself at the top of European motor racing in only four
years. Together with Danish driver Jason Watt, the team
succeded in winning two prestigius Formula 3000 races; Spa
in 1997 and Imola in 1998, and in 1999, the team, now in
the colours of partner Petrobras, took a fantastic 1-2 win
at Hockenheim and finished third in the Teams Competition.
This association continued in 2000 with even greater
succes, as Brazilian Bruno Junqueira won the Championship
in convincing style.
In the year 2000 Team Den Blaa Avis also entered sportscar
racing with two Panoz Roadsters in the classic Le Mans
event. It was another highpoint for Team Den Blaa Avis
Ltd., and is seen as a step in the teams efforts to
consolidate itself in the highly-charged world of
international motor racing The team has already proved
that it posses the nessecery people, financial and
techical means to succeed.
Team Goh
Cars - Chrysler Viper GTS-R
Web Site - http://www.teamgoh.com/
Unfortunately, this site is entirely in Japanese... a
language I cannot read :-(
Team Marcos
Cars - Marcos Mantara LM600
Web Site - http://www.marcosracingusa.com/
Marcos Racing International brings style, speed and
success to any racetrack. The stylish Marcos Mantis Plus
draws a crowd in every paddock with its sleek, daring
design. The 400 horsepower car is powered by a Ford 4.6
litre V8 engine, making the Mantis Plus a fierce
competitor on the track.
The Marcos Mantis Plus is based on Marcos Cars' Mantis
road car. With over 40 years of sports car development and
production to support them, Marcos Racing has what it
takes to build a successful racecar.
The Mantis Plus is a more competitive model of the car
that raced in Europe's Mantis Challenge. Marcos Racing has
more than proven itself both in Europe and the United
States, winning numerous championships and proving that
Marcos can pose a formidable challenge to other popular
manufacturers, including Porsche, BMW and Ferrari.
In 2000, Marcos Racing won the British GT, Spanish GT
championships and the Suzuka 1000K race in Japan. They
continued their success the following season, beginning
with a trip over to the United States to compete in one of
the world's most famous endurance race the ROLEX 24 at
Daytona.
At the 2001 Rolex 24 Hours of Daytona, the two-car team of
Marcos Racing finished fourth and fifth in the competitive
GTS class. For the first several hours of the race, the
team even challenged the overall race-winning Corvette
team.
The 2001 season was also a development year for Marcos
Racing. A new version of the Marcos Mantara LM600 EVO was
developed with the Marcos Mantis Plus GT in hopes of
dominating both production classes in 2002.
The Marcos Mantis Plus will find a new home with the
Grand-American Road Racing Series in 2002. The car will
compete in the challenging GT class.
With such a successful history of racing, the Marcos
Mantis Plus is sure to be a popular car with fans and
racers alike in 2002. Fans in the United States will be
delighted to see a car as exotic as the Mantis Plus at
road courses that are famous for attracting the best
sports cars in the world.
Team Oreca
Cars - Chrysler Viper GTS-R
Chrysler Viper GTS-RT
Web Site - http://www.orecaracing.com/
No history available on this French-language site
Team Rafanelli
Cars - Lola B2K10-Judd
Web Site - http://www.teamrafanelli.com/
The team was created in 1987 as Team Bigazzi; its name
was changed in 1998. Major events:
- 1992: Won 24 Hours of Spa-Francorchamps
- 1994: Won 24 Hours of Spa-Francorchamps
- 1995: Won 24 Hours of Nurburgring
- 1996: Won 24 Hours of Spa-Francorchamps
Won BPR GT Series
- 1997: Won Brasilia 1000 Miles Race
Won MACAU Guja Grand Prix
- 2000: Started on Pole Position at 24 Hours of Spa-
Francorchamps
Thomas Bscher Promotion
Cars - BMW V12 LM
Web Site - Unable to find information online
TV Asahi Team Dragon
Cars - Panoz LMP-1
Web Site - Unable to find information online
Welter Gerard
Cars - WR LMP-Peugeot
Web Site - Unable to find information online
====================================
====================================
====================================
DETAILS: LE MANS
This is the longest circuit of the game and quite likely the
reason players buy or rent this game!!! It is IMPERATIVE to
learn this circuit flawlessly during daylight conditions, as
visibility is unbelievably poor at night and in wet-weather
conditions (although better than in the old Test Drive: Le
Mans). The trick to successfully completing Time Trial here
(and thus unlocking a car) is to find the best possible
combination of small car size with strong acceleration and
high top-end speed; however, you must begin Time Trial with
at least 40% fuel, so you will certainly need to make a
number of laps to reduce your fuel load ­ along with
absolutely BETTER-THAN-FLAWLESS DRIVING ­ to even have a HOPE
of besting the Goal Time of 3:34.000.
SPECIAL NOTE 1: After driving all night long (especially
in the full 24-hour race), the transition to daylight
driving (especially under clear skies) can result in poor
visibility of cars far ahead of you until your eyes
adjust. Be wary of your closing rate on slower, unseenı
cars far ahead, as you can suddenly find your front bumper
banging the rear end of another vehicle.
SPECIAL NOTE 2: Lights are used for nighttime driving and
other poor visibility conditions (primarily constant
rain). While the lights are great in poor visibility
conditions, do not allow yourself to become too reliant
upon them. Once clear visibility returns, the lights are
turned off (approximately 6:30AM in the full 24-hour
race).
Turn 1 (Dunlop Curve): This is a rather nice right-hand fade
which can be taken flat-out. However, it may be a good idea
to begin braking for Dunlop Chicane when exiting Dunlop
Curve. An elevation change begins here.
Turns 2-4 (Dunlop Chicane): Given the continual upward slope
through Dunlop Chicane, it is extremely easy to slip off the
pavement on either side of the circuit and both sides are
filled with plenty of kitty litter. Braking well before
entering the Dunlop Chicane is of UTMOST importance as the
corners of the chicane are rather tight. At the beginning of
a race, all the traffic can make this segment even more
treacherous than it would be normally.
Straightaway: The significant hill crests as you pass
underneath the big Dunlop tire.
Turns 5-6 (Red Mound S): This left-right chicane begins just
after passing the Ferris Wheel on the left side of the
course, and is a good reference point to use in picking your
braking zone; note that the Bugatti circuit turns to the
right here. The barriers are rather close to the pavement on
both sides through the chicane, so any off-pavement
excursions will result in sliding along the rails; this is
especially important in case you carry too much speed through
this chicane.
Turns 7-9 (Red Mound Curve): This is a set of three right-
hand semi-corners which can usually be taken flat-out, unless
you find yourself encumbered by traffic. However, keep a
tight line to the apex of each of the three semi-corners, or
you may find yourself with a few wheels in the sand and grass
on the outside of the course. The outside of the final
corner is actually paved (where the Le Mans circuit joins
public roads come together), so this can be used as a good
swing-out area if necessary, and can also be used to pass a
small group of cars on the inside of the corner; beware the
outside barrier here as you will be likely be carrying A LOT
of speed.
Straightaway (Hunaudieres Straight ­ Part I): This is the
longest straightaway of the circuit, and very good top-end
speeds can be achieved here, especially if you were able to
blast your way through Red Mound Curve without even tapping
the brakes. However, there is no room for error if you get
involved in a three-abreast situation, as the barriers come
almost directly up to the pavement. During the day, look for
the distance-to-corner markers or else you will miss Motorola
Chicane (flashing red lights alert you to the chicane at
night and in poor-visibility conditions).
Turns 10-12 (Motorola Chicane): This is the same chicane
format as the Dunlop Chicane (right-left-right), but wider
and without the hill. Beware the barriers. In poor-
visibility conditions, the first corner of the chicane is
easily identifiable by the red lights; during the day,
however, the chicane is very difficult to see from a
distance, so be sure to look for the distance-to-corner
markers.
Straightaway (Hunaudieres Straight ­ Part II): Very good top-
end speeds can be achieved here. However, there is no room
for error if you get involved in a three-abreast situation,
as the barriers come almost directly up to the pavement.
During the day, look for the distance-to-corner markers or
else you will miss Michelin Chicane (flashing red lights
alert you to the chicane at night).
Turns 13-15 (Michelin Chicane): This is exactly like the
Motorola Chicane, but is a left-right-left combination with a
tighter initial turn. In poor-visibility conditions, the
first corner of the chicane is easily identifiable by the red
lights; during the day, however, the chicane is very
difficult to see from a distance, so be sure to look for the
distance-to-corner markers.
Straightaway (Hunaudieres Straight ­ Part III): Yet another
long straightaway, but with a small fade to the right almost
one-third of the way along its length. After clearing the
small rise (similar to a bridge over a small country stream,
about two-thirds of the way along the straightaway), look for
the distance-to-corner markers for Mulsanne Curve.
Mulsanne: If you can carry enough speed and have sufficient
tire grip, you can essentially treat both Mulsanne Hump and
Mulsanne Curve as one long double-apex corner by riding up on
the inside rumble strip of Mulsanne Curve. Mulsanne Hump and
Mulsanne Curve together essentially form a 135-degree
(double-apex) megacorner. It is very easy to go too wide
exiting this megacorner, and CPU-controlled cars often will
find themselves in the sand trap, so keep watch for such
activity as you round Mulsanne Curve.
Turn 16 (Mulsanne Hump): The distance-to-corner markers
actually are for the following right-hand turn, but no one
can afford to miss Mulsanne Hump, whose apex is almost
exactly in line with the 100m marker and bounded on the
left by a nasty barrier.
Turn 17 (Mulsanne Curve): The distance-to-corner markers
are actually for THIS corner. This is a ninety-degree
corner requiring moderate braking and a solid, clean
racing line to keep out of the sand trap.
Straightaway: This straightaway has three fades to the right
along its length. At the apex of the third fade, begin
braking for the Indianapolis Curve.
Turn 18 (Indianapolis Curve): This left-hand ninety-degree
corner can easily be missed, so use plenty of braking
beginning at the apex of the third fade along the previous
straightaway. Do not cut this corner too sharp or you will
likely bang the barrier on the inside of the turn.
Turn 19 (Arnage Curve): After a very brief straightaway, this
is a right-hand right-angle corner. The trick here is to NOT
come up to full speed following the Indianapolis Curve, thus
saving your brakes a little (which is extremely importance in
endurance races). Do not cut this corner too sharp or you
will likely bang the barrier on the inside of the turn. If
you go wide, say Bonjourı (daytime) or Bonsoirı
(evening/nighttime) to the outside barrier. Likewise, if you
carry too much speed over the inside rumble strip,
countersteer immediately to avoid a spin (and that still may
not help).
Straightaway: This straightawayı has four fades (left-right-
left-right). After the fourth fade, get ready for the fast-
approaching Porsche Curve.
Chicane:ı This next segment essentially forms an extra-wide
right-left-left-right (bus stopı) chicane as it leaves the
public roads. Extreme care is required here, as the pavement
is extreme narrow.
Turn 20 (Porsche Curve): Light braking will likely be
needed here, although experts can probably blast through
here at top speed if not encumbered by traffic. An
uphill rise begins here.
Turn 21: The rise crests here as the course turns to the
left.
Turns 22-23: The course elevation drops at Turn 22 as the
circuit turns to the left, making this corner more
challenging than it would at first appear. Turn 23
follows immediately, turning to the right.
Turns 24-27 (Prairie): There are four significant semi-
corners (right-left-right-left) here. Top speed can be
carried all the way through Prairie, but only with a flawless
racing line, else you risk dropping a wheel in the grass and
slowing yourself down. On exiting Turn 27, the single yellow
line marking the Pit Entry begins on the right.
Turns 28-31 (White House): These tight left-right-left-right
S-curves are the finale of a rather lengthy lap of the Le
Mans circuit. The pavement here is extremely narrow, making
safe passing impossible; if any passing is to be done here,
it is only by ramming another car off the pavement and into
the kitty litter. The entire area is surrounded by massive
sand traps, so if you slip off the pavement, you will be
slowed almost to a snailıs crawl, losing valuable time and
allowing those behind you to pass with the greatest of ease.
A VERY brief straightaway separates the first left-right
combination from the second. Note that to keep your time in
this section to a minimum, you will need to make use of the
rumble strips on the inside of each corner; however, if you
come through ANY corner of White House carrying too much
speed (especially in wet racing conditions), the car will
bounce severely and perhaps spin or slide out into the kitty
litter.
====================================
DETAILS: BUGATTI
This is the permanent section of the Le Mans circuit.
Bugatti is a rather technical circuit, so top-end speed is
generally not the best way to set up a car here. Those
familiar with the Nevers Magny-Cours F1 circuit will
certainly appreciate its similarity to the four semi-parallel
straightaways on the first half of the Bugatti circuit.
Turn 1 (Dunlop Curve): This is a rather nice right-hand fade
which can be taken flat-out. However, it may be a good idea
to begin braking for Dunlop Chicane when exiting Dunlop
Curve. An elevation change begins here.
Turns 2-4 (Dunlop Chicane): Given the continual upward slope
through Dunlop Chicane, it is extremely easy to slip off the
pavement on either side of the circuit and both sides are
filled with plenty of kitty litter. Braking well before
entering the Dunlop Chicane is of UTMOST importance as the
corners of the chicane are rather tight. At the beginning of
a race, all the traffic can make this segment even more
treacherous than it would be normally.
Semi-parallel Straightaways: These four semi-parallel
straightaways can produce an unexpected aural effect. Once
traffic stretches out all around the circuit, whenever you
are on the middle straightaways, you will almost certainly
hear cars speeding past you on the straightaways to either
side of you.
Straightaway: The significant hill crests as you pass
underneath the big Dunlop tire.
Turn 5 (Chapel): This is a rather tight right-hand hairpin
which will require moderate breaking on entrance. Chapel
begins immediately after passing the tall Ferris Wheel on
the left.
Turn 6 (Museum Curve): This is a wide left-hand hairpin
with an extensive sand trap to the outside of the
pavement. Of the three consecutive hairpins, this is by
far the easiest to handle, allowing for most cars to still
carry some considerable speed through the hairpin, but
braking is still required before entry.
Turn 7 (Green Garage): Yet another tight right-hand
hairpin requiring harsh braking. If you miss your braking
zone, you will find yourself beached in the kitty litter
to the outside of the hairpin.
Turns 8-9 (Ox Way S): Hard braking is required here after the
fourth of the semi-parallel straightaways. Beware the sand
traps to the outside of each corner, and make sure not to
overcompensate and roll through the grass on the inside of
the corners. Turn 8 begins immediately after passing
underneath the Bridgestone bridge.
Turns 10-11 (Blues S): Brake early or Turn 10 will have you
either out in the kitty litter or spinning around in the
middle of the pavement. The right-handed Turn 10 is rather
straightforward. However, there are then TWO pieces of
pavement turning to the left. The official Turn 11 is the
SECOND pavement, so do not turn too soon.
Turns 12-13 (Connection): Pit Entry is to the right
immediately before entering Connection, so beware of slower
cars here. The Connection complex is extremely complex, as
the final chicanes and the Pit Entry of the Le Mans course
rejoin the Bugatti course here. Just make two right-hand,
ninety-degree turns at a moderate pace (likely making good
use of the rumble strips) and you will soon find yourself
safely back on the Pit Straight. The pavement here is
extremely narrow, making safe passing impossible; if any
passing is to be done here, it is only by ramming another car
off the pavement and into the kitty litter.
====================================
DETAILS: BRNO
Located in the Czech Republic, this is another rather
technical circuit, with massive sand traps on the outside of
every corner, and sand traps on the inside of many corners as
well. A reverse race configuration is also available at Brno
(unlocked simultaneously with Reverse Donington National and
Reverse Donington Grand Prix). Fortunately, this is a rather
wide circuit, so racing three-abreast is easily done without
anyone endangering the other cars involved; four-wide racing,
however, is certainly NOT recommended at Brno, especially
when cornering!!!!!
Pit Straight: The Pit Lane barrier is set just far enough
away from the official course (marked by the white line on
the right side) that an unofficial paved lane is created.
You can make use of this unofficial lane to pass several cars
at once, especially on a standing start. However, beware of
any cars exiting Pit Lane.
Turn 1: This is a relatively-fast right-hand J-turn requiring
light to moderate braking on entry. For good lap times, a
minimum speed of 100MPH/160KPH is required through Turn 1,
but I have been able to successfully hold speeds over 110MPH
before oversteering begins to take effect. If you can
successfully hold such speeds here, Turn 1 is a great place
to pass other cars. Do not drift off-course on the left, or
you will be beached in the sand. A gentle fade to the left
occurs on corner exit.
Turn 2: This left-hand corner will require moderate braking
on entry to keep out of the sand. Again, good speed can be
held through this corner, allowing you to pass one or two
cars.
Turn 3: After a brief straightaway, this right-hand corner
will require light braking to stay out of the sand.
Straightaway: The circuit begins its downhill run here.
Turn 4: Continuing downhill, this right-hand J-turn requires
moderate braking as the car lightens.
Turn 5: A right-hand corner requiring light braking as the
course continues downhill.
Turn 6: After a brief straightaway, the course continues
downhill through this left-hand corner, which requires light
braking. Do not go wide on exit or you will be caught out in
the kitty litter.
Turn 7: Still continuing downhill, the course turns left
here, requiring light braking. If you go wide, you will be
out in the sand.
Turn 8: This right-hand J-turn requires moderate braking to
keep from sliding out into the sand on the outside of the
corner. The inside of the corner also has a sand trap, so do
not cut this corner too short if you need to pass other cars
here.
Turn 9: After a relatively long straightaway, the course has
a right-hand downhill J-turn here requiring moderate braking.
Drift left on exit, but do not go too wide or you will be
beached in the sand.
Turn 10: The course finally bottoms outı and begins a gentle
uphill climb at the entrance of this left-hand corner. Light
braking is required here to keep from running out into the
sand.
Turn 11: Almost immediately following Turn 10, this right-
hand corner continues the uphill climb. Moderate braking is
necessary here.
Turn 12: Still continuing uphill, use moderate braking for
this left-hand corner to keep out of the sand.
Turn 13: The hill crests on entry to Turn 13. Use light or
moderate braking here to stay out of the kitty litter. The
single white line indicating Pit Entry begins just after the
apex of Turn 13, so be mindful of cars slowing for Pit Entry.
====================================
DETAILS: DONINGTON NATIONAL
This popular British venue is the host of many events, and
has been included in other racing games. The outside of
almost every corner has a very small strip of grass between
the pavement and the sand trap. The only difference from the
Donington Grand Prix course is that the two straightaways
behind the Paddock Suite are bypassed.
Turn 1: This right-hand J-turn requires moderate braking, and
plenty of patience at the start of a race as traffic really
jams up here.
Turn 2: This is a long, gentle right-hand semi-corner,
sloping downhill along its entire length.
Turn 3: Continuing downhill, this left-hand corner will only
require light braking, if the brakes are needed at all. Due
to the downhill slope, it may be difficult to see the apex of
the corner as you approach.
Turn 4: Immediately after Turn 3, the course turns uphill to
the right here, with light or moderate braking required.
Turn 5: After passing underneath the pedestrian bridge, the
course turns to the left here. No braking is required.
Turn 6: This is really just a left-hand fade.
Turn 7: Moderate braking is necessary as the course continues
uphill through this right-hand turn. The barrier on the left
comes rather close to the pavement, so there is not much
grass and sand to stop you if you miss your braking zone.
Turn 8: This lengthy, sweeping right-hand J-turn will require
light braking to keep out of the grass and sand as the course
continues slowly uphill. This corner opens out onto the
longest straightaway at Donington.
Turns 9-10: Shortly after passing underneath the big Dunlop
tire, begin braking for the chicane. This is a tight right-
left combination. Barriers to the inside AND outside of Turn
9 prevent any shortcutting.
====================================
DETAILS: DONINGTON GRAND PRIX
This popular British venue is the host of many events, and
has been included in other games. The outside of almost
every corner has a very small strip of grass between the
pavement and the sand trap.
Turn 1: This right-hand J-turn requires moderate braking, and
plenty of patience at the start of a race as traffic really
jams up here.
Turn 2: This is a long, gentle right-hand semi-corner,
sloping downhill along its entire length.
Turn 3: Continuing downhill, this left-hand corner will only
require light braking, if the brakes are needed at all. Due
to the downhill slope, it may be difficult to see the apex of
the corner as you approach.
Turn 4: Immediately after Turn 3, the course turns uphill to
the right here, with light or moderate braking required.
Turn 5: After passing underneath the pedestrian bridge, the
course turns to the left here. No braking is required.
Turn 6: This is really just a left-hand fade.
Turn 7: Moderate braking is necessary as the course continues
uphill through this right-hand turn. The barrier on the left
comes rather close to the pavement, so there is not much
grass and sand to stop you if you miss your braking zone.
Turn 8: This lengthy, sweeping right-hand J-turn will require
light braking to keep out of the grass and sand as the course
continues slowly uphill. This corner opens out onto the
longest straightaway at Donington.
Turns 9-10: Shortly after passing underneath the big Dunlop
tire, begin braking for the chicane. This is a tight left-
right combination with NO room for error. The barrier on the
inside of Turn 9 prevents shortcutting, and the sand trap to
the inside of Turn 10 severely hinders anyone attempting to
shortcut that corner.
Turn 11: After a significant straightaway, this is a tight
right-hand hairpin turn onto another significant straightaway
behind the Paddock Suite. Essentially, think of this as
changing runways on an airport circuit (such as at Sebring)
and you should do fairly well here. Moderate braking is
required here. If you miss your braking zone, there is a
wide patch of kitty litter to the outside of the corner.
Turn 12: The final corner of the circuit is a left-hand tight
hairpin. Again, think of this as changing runways on an
airport circuit. Moderate braking will be needed here.
====================================
DETAILS: CATALUNYA NATIONAL
The Catalunya circuit is challenging, but good speeds can be
carried along much of the circuit. For observers and drivers
alike, plenty of action can be found at the Catalunya
National circuit.
Pit Straight: As usual, incredible speeds can be attained
here. Watch for cars rejoining the race from the right side
of the straightaway.
Turn 1: This right-hand hairpin is rather tight, and rejoins
the Grand Prix circuit just short of Wuth. Heavy braking
will be needed to slow sufficiently for Turn 1 after the high
speed attained on the Pit Straight.
Turn 2 (Wuth): With a good racing line, you should be able to
brake lightly to clear this semi-blind, slightly-downhill,
left-hand corner. Beware the barrier on the inside of Wuth.
The exit of Wuth has an immediate fade to the right.
Turn 3 (Campsa): This right-hand corner can be taken at full
speed, although other cars will usually swing wide-left and
brake slightly while rounding this corner. Note that the
official circuit is to the right; do not drive directly ahead
onto another patch of pavement, or you will lose plenty of
time. Also, in a twilight or night race, Campsa is extremely
difficult to see unless the taillights of other cars mark the
corner for you, so approach Campsa with extreme caution.
Turn 4 (La Cacsa): Severe braking is required for this left-
hand corner. While not suggested, you may be able to pass
other cars on braking here. As with Wuth, stay off the
rumble strips and grass on the inside of the turn, or you
will risk losing control of the car. This is a Jı turn, and
the corner seems to go on forever before you reach the exit.
Turn 5 (Banc Sabadeau): Shortly following Turn 4, moderate or
heavy braking will be needed here for the right-hand, upward-
sloping corner. This is also a Jı turn which is nearly a
double-apex corner. If you need a recovery area anywhere on
the course, it will most likely be here. It is possible to
pass slower cars here by tightly hugging the inside of the
turn, even running the right-side tires on the rumble strips.
Turn 6: Light braking may be needed for this right-hand
corner. The key here is to truly hug the inside of the turn
and accelerate strongly through the exit. Watch for slow
cars here preparing to go to Pit Lane for servicing.
Turn 7: Entering this right-hand corner, the Pit Lane begins
on the right, so be on the lookout for very slow cars here.
If you take this final corner too tightly, or make a VERY
late decision to go to the pits, you will likely damage the
front of the car on a barrier.
====================================
DETAILS: CATALUNYA GRAND PRIX
The Catalunya circuit is challenging, especially the two
hairpins and the final corners of the race. Those who have
played recent F1-based games will already have good
familiarity with the Catalunya Grand Prix circuit.
Pit Straight: As usual, incredible speeds can be attained
here. Watch for cars rejoining the race from the right side
of the straightaway.
Turn 1 (Elf): This is a right-hand corner which requires
light braking. Be careful not to hug the inside of the
corner too tightly, or you will bang the right side of the
car on the barrier. Strong acceleration out of Turn 1
creates great passing opportunities all the way to Repsol.
Attempting to take Turn 1 at top speed will either cause you
to lose control as you run up on the rumble strips, or send
you too far off course to survive Turn 2 (IF you survive the
kitty litter).
Turn 2 (Elf): Immediately following Turn 1, the left-hand
Turn 2 can usually be taken at top acceleration. With strong
acceleration out of Turn 1, this is a prime passing zone.
Turn 3 (Seat): A sweeping right-hand increasing-radius corner
which can be taken at full speed, this is also a good place
to pass slower cars, especially if you have the inside line.
If you were able to slow enough for Turn 1, you can begin
acceleration exiting Turn 1 and keep standing on the
accelerator all the way through Seat, giving you an excellent
speed advantage over many other cars which might be in the
area.
Turn 4 (Repsol): This is a semi-blind right-hand hairpin
corner which requires moderate or heavy braking. The barrier
on the inside of the corner rests almost directly against the
track, and blocks your view around the corner. This can
actually be a good place to pass on braking, but only with
extreme caution. Donıt come too hot into this corner or else
you will find yourself in the sand. After clearing the first
90 degrees of Repsol, you should be able to accelerate fairly
well if not encumbered by traffic.
Turn 5: After a very short straightaway, this is a semi-blind
left-hand hairpin, a bit tighter than Turn 4. Moderate or
heavy braking will be needed here, or you will definitely be
using the recovery area.
Straightaway: This straightaway fades to the left. Good
acceleration out of Turn 5 can create passing opportunities,
especially in the braking zone for Wuth.
Turn 6 (Wuth): With a good racing line, you should be able to
brake lightly to clear this semi-blind, slightly-downhill,
left-hand corner. Beware the barrier on the inside of Wuth.
The exit of Wuth has an immediate fade to the right.
Turn 7 (Campsa): This right-hand corner can be taken at full
speed, although other cars will usually swing wide-left and
brake slightly while rounding this corner. Note that the
official circuit is to the right; do not drive directly ahead
onto another patch of pavement, or you will lose plenty of
time. Also, in a twilight or night race, Campsa is extremely
difficult to see unless the taillights of other cars mark the
corner for you, so approach Campsa with extreme caution.
Turn 8 (La Cacsa): Severe braking is required for this left-
hand corner. While not suggested, you may be able to pass
other cars on braking here. As with Wuth, stay off the
rumble strips and grass on the inside of the turn, or you
will risk losing control of the car. This is a Jı turn, and
the corner seems to go on forever before you reach the exit.
Turn 9 (Banc Sabadeau): Shortly following Turn 8, moderate or
heavy braking will be needed here for the right-hand, upward-
sloping corner. This is also a Jı turn which is nearly a
double-apex corner. If you need a recovery area anywhere on
the course, it will most likely be here. It is possible to
pass slower cars here by tightly hugging the inside of the
turn, even running the right-side tires on the rumble strips.
Turn 10: Light braking may be needed for this right-hand
corner. The key here is to truly hug the inside of the turn
and accelerate strongly through the exit. Watch for slow
cars here preparing to go to Pit Lane for servicing.
Turn 11: Entering this right-hand corner, the Pit Lane begins
on the right, so be on the lookout for very slow cars here.
If you take this final corner too tightly, or make a VERY
late decision to go to the pits, you will likely damage the
front of the car on a barrier.
====================================
DETAILS: SUZUKA EAST
This is the initial section of the world-famous Suzuka Grand
prix circuit. One of the most famous sights of the circuitı
is the large Ferris Wheel on the left behind the grandstands
as cars pass along the Pit Straight.
Pit Straight: Good speeds can be achieved here with strong
acceleration out of the chicane. The Pit Lane rejoins the
course from the right near the end of the Pit Straight.
Turn 1: This right-hand hairpin requires moderate braking on
approach, and you will likely be tapping the brakes through
the hairpin itself. This begins an uphill climb, and it is
difficult to see the left side of the pavement on exit, so be
careful not to run too wide and end up out in the sand.
There is really no reason to overrun the hairpin on entry, as
the corner is quite easily identifiable.
Turns 2-5 (S Curves): This is by far the hardest section of
the course ­ tight left-right-left-right corners. The first
of the Sı curves can likely be taken at full speed, with
light or moderate braking for Turn 3. Turn 4 can be taken
either flat-out (not suggested) or with light braking. No
matter what, slam on the brakes for Turn 5, the tightest
corner of the Sı section. This entire segment of the course
continues the uphill climb, making Turn 5 particularly more
difficult. There is ample recovery room on either side of
the course through the uphill Sı section. The Sı section
is a good place to pass slower cars, if you have enough
confidence in your brakes to pass during corner entry. No
matter what, you will NOT be surviving the Sı curves unless
you use the brakes generously or use only second or third
gear (definitely not suggested if you want to win).
Turn 6: The course continues gently uphill as it makes a wide
hairpin turn back toward the Start/Finish Line. It is very
easy to slip off the outside of the pavement here, so
exercise extreme caution here. This is also a great place to
pass other cars on braking on corner entry. If your chosen
car has great acceleration, it will certainly be of benefit
here on exit.
Turn 7: After a very brief straightaway, the circuit turns
gently to the right. No breaking is required here.
====================================
DETAILS: SUZUKA WEST
This is the latter two-thirds of the Grand Prix circuit, with
its own Pit Lane which is not used for F1 Grand Prix
competition. This portion includes the world-famous figure-
eight crossover.
Pit Straight: The Pit Lane Entry is on the right just after
exiting Spoon.
Turn 1 (130R): Shortly after crossing the bridge, the course
turns to the left. Some braking is required here. Prepare
for the upcoming hairpin.
Turn 2: This right-hand hairpin comes before what would be
Chicane on the Grand Prix circuit, and brings you back out
just short of Degner. Moderate to heavy breaking will be
required to successfully clear Turn 2.
Turn 3 (Degner): Here, the course turns to the right in
anticipation of the figure-eight pattern. Light braking will
likely be required, but it is possible to speed through here
without braking. To the outside of the course is a wide
expanse of grass and kitty litter in case you overrun the
corner.
Turn 4 (Degner): The final right-hand corner before passing
underneath the bridge, this turn is tighter than the previous
corner, thus moderate braking and a steady racing line will
be required here. This is also another prime passing zone.
Take care not to overrun Turn 8, as there is not much
recovery room between the pavement and the barrier.
Straightaway: Accelerate strongly out of Degner and you
should be able to pass one or two cars as you race underneath
the bridge. The course fades to the right here before
reaching the tight Hairpin.
Turn 5 (Hairpin): This is a tight left-hand hairpin which
begins the next uphill segment of the Suzuka circuit. It is
possible to shortcut a little here, but the grass combined
with the angle of the hill here will really slow you down and
perhaps cause you to spin and/or slide, especially in wet
conditions. Be careful not to accelerate too soon, or you
will be out in the grass. There is a sizeable patch of kitty
litter for those who miss the hairpin completely.
Turn 6: Continuing the uphill run, the course here makes a
wide sweep to the right. Any braking here means losing track
positions. The circuit here is rather bumpy, especially in
wet conditions.
Turns 7 and 8 (Spoon): This is a tricky pair of left-hand
corners, in a decreasing-radius Uı formation. The first
corner is fairly standard, requiring only a little braking.
However, Turn 8 is both tighter AND slopes downhill, so
judicious usage of brakes and a pristine racing line are both
important here, especially if attempting to pass a slower
vehicle. If you misjudge any single corner at Suzuka, it
will be Turn 8; fortunately, there is plenty of recovery room
on both sides of the pavement here. However, do not roll up
on the rumble strips or the grass on the inside of Turn 8, as
that will almost certainly cause you to lose control and
likely spin.
====================================
DETAILS: SUZUKA GRAND PRIX
This world-famous circuit in figure-eight style is used for
many forms of auto and motorcycle racing; as such, those who
have played other racing games (such as Moto GP World Tour,
or F1 Championship Season 2000) may already have some
familiarity with the Suzuka circuit. One of the most famous
sights of the circuitı is the large Ferris Wheel on the left
behind the grandstands as cars pass along the Pit Straight.
Pit Straight: Good speeds can be achieved here with strong
acceleration out of the chicane. The Pit Lane rejoins the
course from the right near the end of the Pit Straight.
Turn 1: This right-hand hairpin requires moderate braking on
approach, and you will likely be tapping the brakes through
the hairpin itself. This begins an uphill climb, and it is
difficult to see the left side of the pavement on exit, so be
careful not to run too wide and end up out in the sand.
There is really no reason to overrun the hairpin on entry, as
the corner is quite easily identifiable.
Turns 2-5 (S Curves): This is by far the hardest section of
the course ­ tight left-right-left-right corners. The first
of the Sı curves can likely be taken at full speed, with
light or moderate braking for Turn 3. Turn 4 can be taken
either flat-out (not suggested) or with light braking. No
matter what, slam on the brakes for Turn 5, the tightest
corner of the Sı section. This entire segment of the course
continues the uphill climb, making Turn 5 particularly more
difficult. There is ample recovery room on either side of
the course through the uphill Sı section. The Sı section
is a good place to pass slower cars, if you have enough
confidence in your brakes to pass during corner entry. No
matter what, you will NOT be surviving the Sı curves unless
you use the brakes generously or use only second or third
gear (definitely not suggested if you want to win).
Turn 6 (Dunlop Curve): This sweeping left-hand corner is the
crest of the initial uphill segment of the course, and can be
taken at full acceleration.
Turn 7 (Degner): Here, the course turns to the right in
anticipation of the figure-eight pattern. Light braking will
likely be required, but it is possible to speed through here
without braking. To the outside of the course is a wide
expanse of grass and kitty litter in case you overrun the
corner.
Turn 8 (Degner): The final right-hand corner before passing
underneath the bridge, this turn is tighter than the previous
corner, thus moderate braking and a steady racing line will
be required here. This is also another prime passing zone.
Take care not to overrun Turn 8, as there is not much
recovery room between the pavement and the barrier.
Straightaway: Accelerate strongly out of Degner and you
should be able to pass one or two cars as you race underneath
the bridge. The course fades to the right here before
reaching the tight Hairpin.
Turn 9 (Hairpin): This is a tight left-hand hairpin which
begins the next uphill segment of the Suzuka circuit. It is
possible to shortcut a little here, but the grass combined
with the angle of the hill here will really slow you down and
perhaps cause you to spin and/or slide, especially in wet
conditions. Be careful not to accelerate too soon, or you
will be out in the grass. There is a sizeable patch of kitty
litter for those who miss the hairpin completely.
Turn 10: Continuing the uphill run, the course here makes a
wide sweep to the right. Any braking here means losing track
positions. The circuit here is rather bumpy, especially in
wet conditions.
Turns 11 and 12 (Spoon): This is a tricky pair of left-hand
corners, in a decreasing-radius Uı formation. The first
corner is fairly standard, requiring only a little braking.
However, Turn 12 is both tighter AND slopes downhill, so
judicious usage of brakes and a pristine racing line are both
important here, especially if attempting to pass a slower
vehicle. If you misjudge any single corner at Suzuka, it
will be Turn 12; fortunately, there is plenty of recovery
room on both sides of the pavement here. However, do not
roll up on the rumble strips or the grass on the inside of
Turn 12, as that will almost certainly cause you to lose
control and likely spin.
Straightaway: Power out of Spoon and rocket down the
straightaway, passing multiple cars. After you cross the
bridge, start thinking about Chicane.
Turn 13 (130R): Shortly after crossing the bridge, the course
turns to the left. Some braking is required here. Also,
look for cars on the right slowing for the Pit Lane entry
just before the chicane.
Turns 14-16 (Chicane): This is a very tricky part of the
course. The chicane begins with a moderate turn to the
right, then a tight left-hand corner, then ends with a wider
turn to the right and empties out onto the Pit Straight. The
inside of the chicane is filled with sand AND barriers. Be
careful coming out of Turn 15 so that you donıt go too wide
and bump the right side of the vehicle on the Pit Lane
barrier.
Pit Entry: The Pit Lane begins to the right just before
Chicane. Note that the Pit Entry is the SECOND patch of
pavement to the right coming off the main course.
====================================
DETAILS: ROAD ATLANTA
This circuit is perhaps most famous for its final turns, a
blind right-hand corner on a severe downhill slope beginning
just as the cars pass underneath Suzuki Bridge, then a fast
right-hand corner onto the Pit Straight. Good speeds overall
can be obtained at Road Atlanta, but there are still a number
of challenging corners to tax the drivers and their cars.
Pit Straight: This is the point of lowest elevation on the
circuit.
Turn 1: This seemingly-neverending J-turn begins the
circuitıs long uphill climb; the first two-thirds of the turn
is rather significant, with the radius slowly increasing for
the last third of the corner as the course climbs steeply
uphill. Light braking is suggested here, and perhaps even
moderate braking will be preferred by many players, but it is
possible to speed through Turn 1 at top speed with NO
braking. However, with little or no braking, if you do not
have sufficient tire grip, you will slide out into the grass
and bang the barrier on the outside of Turn 1. If you have
an oversteer condition, expect to spin right at Pit Exit (at
the end of the significant portion of the turn), and just
hope that no one is coming out of Pit Lane at that very
moment!!! If competing in the Petit Le Mans, the light on
the inside of Turn 3 can overpower the glare from
competitorsı taillights as you climb the steep hill out of
Turn 1 and into Turn 2, thus causing you to misjudge the
distance to the next vehicle in front of you and potentially
contributing to an incident, so exercise great caution here
(moreso than usual) when racing at night.
Turns 2-4: At a momentary plateau in track elevation, the
left-right-left semi-chicane can be a surprise. The apex of
Turn 2 is unsighted on entry. Turn 2 requires at least light
braking to keep on the pavement. Turn 3 requires moderate
braking, although light braking is possible if you drop the
right-side tires in the small patch of sand on the inside of
Turn 3. Turn 4 can often be taken at top speed, although
light braking may be necessary to stay on the pavement. With
fresh tires and excellent reflexes, this complex can be taken
at top speed, but be ready to countersteer and/or slam on the
brakes, especially when exiting Turn 4. This complex is also
one of the areas where CPU-controlled cars are likely to spin
out or otherwise run off-course, so be constantly wary here.
Turns 5-7 (S Curves): The course begins a gentle downhill
slope just before the entry of Turn 5, a right-hand corner
which can be taken flat-out. Turn 6 begins the next uphill
stage as the pavement turns to the left; again, this can be
taken at top speed. The right-hand Turn 7 can also be taken
at top speed, however, it is best to begin braking for Turn 8
here.
Turn 8: This is the second-nastiest place on the Road Atlanta
circuit. This blind left-hand corner requires moderate or
severe braking as the hill (now a mini-mountain) climbs
steeply, cresting just beyond the exit of Turn 8. If you
miss the braking zone, you will find yourself in a sand trap.
If you can get past that, however, there is another paved
road which will rejoin the official course. If you get
beyond THAT, however, you will bang a barrier. Only experts
will be able to successfully clear this nasty corner (if not
blocked by other cars) at over 100MPH/160KPH.
Straightaway: The mini-mountain crests shortly beyond the
exit of Turn 8. In terms of elevation, this straightaway is
essentially a roller-coaster ride, but the general trend is
downhill.
Turn 9: Moderate braking for this ninety-degree right-hand
corner is required, but there is kitty litter to collect you
if you miss the braking zone. There are two pieces of
pavement turning right here; the first is the sealed-off Pit
Entry for other racing series, so do not use the first turn-
off.
Turn 10: After a very short straightaway, the course again
makes a ninety-degree right-hand turn here. Moderate braking
is again required to keep out of the grassy recovery area.
Straightaway: This straightawayı has several fades along its
length. After the first fade to the left, the course resumes
an uphill slope. Beginning with the repaved section just
after the fade to the right, the course begins its overall
downhill trend.
Turns 11-12: This nasty left-right chicane requires plenty of
advance braking, or you will be caught out in the
grass/sand/barrier-filled zone on the inside of Turn 12. Be
careful not to run wide exiting Turn 12, as the outside of
Turn 12 also has plenty of sand to stop runaway vehicles.
Turn 13: This is by far the nastiest place on the circuit.
As you pass underneath Suzuki Bridge, the course has its most
significant elevation drop, resulting in cars lightening to
the point that ­ depending on your speed and racing line ­
they may momentarily leave the ground!!!!! This is a blind
right-hand corner (due to the significant elevation drop)
which can actually be taken at full-throttle, but light
braking is really the preferred method of success here (at
the very least, be prepared to suddenly jam on the brakes
anyhow, just in case). Edge to the right as you approach
Suzuki Bridge and you should be okay; if you carry enough
speed, by running your right-tide tires just off the
pavement, the momentary lifting of your car will allow you to
clear the small grass/sand patch without ever toughing the
ground, thus without any loss of speed. However, Pit Entry
is on the right just beyond Suzuki Bridge, so beware of
slowing cars. If you do have trouble here, make use of the
extraı paved lanes on the left (which actually go to a Pit
Lane used for other racing series) until you can edge back
onto the official course.
Turn 14: This is the final, right-hand corner of the circuit.
Unless encumbered by traffic, this corner can be taken at top
acceleration.
====================================
DETAILS: ROAD ATLANTA NATIONAL
This circuit is perhaps most famous for its final turns, a
blind right-hand corner on a severe downhill slope beginning
just as the cars pass underneath Suzuki Bridge, then a fast
right-hand corner onto the Pit Straight. Good speeds overall
can be obtained at Road Atlanta National, but there are still
a number of challenging corners to tax the drivers and their
cars.
Pit Straight: This is the point of lowest elevation on the
circuit.
Turn 1: This seemingly-neverending J-turn begins the
circuitıs long uphill climb; the first two-thirds of the turn
is rather significant, with the radius slowly increasing for
the last third of the corner as the course climbs steeply
uphill. Light braking is suggested here, and perhaps even
moderate braking will be preferred by many players, but it is
possible to speed through Turn 1 at top speed with NO
braking. However, with little or no braking, if you do not
have sufficient tire grip, you will slide out into the grass
and bang the barrier on the outside of Turn 1. If you have
an oversteer condition, expect to spin right at Pit Exit (at
the end of the significant portion of the turn), and just
hope that no one is coming out of Pit Lane at that very
moment!!!
Turns 2-4: At a momentary plateau in track elevation, the
left-right-left semi-chicane can be a surprise. The apex of
Turn 2 is unsighted on entry. Turn 2 requires at least light
braking to keep on the pavement. Turn 3 requires moderate
braking, although light braking is possible if you drop the
right-side tires in the small patch of sand on the inside of
Turn 3. Turn 4 can often be taken at top speed, although
light braking may be necessary to stay on the pavement. With
fresh tires and excellent reflexes, this complex can be taken
at top speed, but be ready to countersteer and/or slam on the
brakes, especially when exiting Turn 4. This complex is also
one of the areas where CPU-controlled cars are likely to spin
out or otherwise run off-course, so be constantly wary here.
Turns 5-7 (S Curves): The course begins a gentle downhill
slope just before the entry of Turn 5, a right-hand corner
which can be taken flat-out. Turn 6 begins the next uphill
stage as the pavement turns to the left; again, this can be
taken at top speed. The right-hand Turn 7 can also be taken
at top speed, however, it is best to begin braking for Turn 8
here.
Turn 8: Moderate braking is heavily suggested here as you
reach the top of the hill during a left-hand turn.
Turn 9: After a short straightaway, Turn 9 is a gentle left-
hand turn which requires no braking as the course rejoins the
full Road Atlanta circuit.
Straightaway: Beginning with the repaved section just after
the fade to the right, the course begins its overall downhill
trend.
Turns 10-11: This nasty left-right chicane requires plenty of
advance braking, or you will be caught out in the
grass/sand/barrier-filled zone on the inside of Turn 11. Be
careful not to run wide exiting Turn 11, as the outside of
Turn 11 also has plenty of sand to stop runaway vehicles.
Turn 12: This is by far the nastiest place on the circuit.
As you pass underneath Suzuki Bridge, the course has its most
significant elevation drop, resulting in cars lightening to
the point that ­ depending on your speed and racing line ­
they may momentarily leave the ground!!!!! This is a blind
right-hand corner (due to the significant elevation drop)
which can actually be taken at full-throttle, but light
braking is really the preferred method of success here (at
the very least, be prepared to suddenly jam on the brakes
anyhow, just in case). Edge to the right as you approach
Suzuki Bridge and you should be okay; if you carry enough
speed, by running your right-tide tires just off the
pavement, the momentary lifting of your car will allow you to
clear the small grass/sand patch without ever toughing the
ground, thus without any loss of speed. However, Pit Entry
is on the right just beyond Suzuki Bridge, so beware of
slowing cars. If you do have trouble here, make use of the
extraı paved lanes on the left (which actually go to a Pit
Lane used for other racing series) until you can edge back
onto the official course.
Turn 13: This is the final, right-hand corner of the circuit.
Unless encumbered by traffic, this corner can be taken at top
acceleration.
====================================
DETAILS: REVERSE COURSES
I leave it to the reader to figure out how to handle the
three reverse courses: Reverse Brno, Reverse Donington
National, and Reverse Donington Grand Prix. However, there
are no (useful) distance-to-corner markers on the reverse
courses, so players must make sure they TRULY know these
courses in their normal configurations before attempting to
compete in the reverse versions of these circuits.
====================================
====================================
====================================
COMPLETELY SUBJECTIVE SECTION
This will likely be utterly useless information for some
(unless these items miraculously happen to become answers on
Jeopardy!), so this section should be taken with several
grains of salt and a large raw salmon.
My Favorite Courses:
Brno
Catalunya Grand Prix
Donington Park Grand Prix
Le Mans
Road Atlanta (full circuit)
Suzuka Grand Prix
My Least Favorite Courses:
Bugatti
Catalunya National
Road Atlanta National
Suzuka East
Suzuka West
My Favorite Corners:
Brno: Turn 1
Bugatti: Museum Curve
Catalunya Grand Prix: Seat
Le Mans: Mulsanne and Porsche Curve
Road Atlanta: Turn 8 (the second-nastiest corner) and Turn
13 (the nastiest corner, passing underneath Suzuka
Bridge)
Road Atlanta National: Turn 12 (the nastiest corner,
passing underneath Suzuka Bridge)
Suzuka Grand Prix: Degner
Suzuka West: Degner
My Least Favorite Corners:
Bugatti: Dunlop Chicane
Catalunya Grand Prix: Banc Sabadeau
Catalunya National: Banc Sabadeau
Donington Grand Prix: Turns 9-10
Donington National: Turns 9-10
Le Mans: Dunlop Chicane, White House
Suzuka Grand Prix: Chicane
My Favorite Driving Conditions:
Broad daylight, dry weather conditions
Complete darkness, clear sky, with few trees or other
obstacles to block the view of the stars and moon
Sunset with clear skies (especially in the Petit Le Mans
at Road Atlanta coming down the back straight)
My Least Favorite Driving Conditions:
Early morning in Le Mans 2000
Hour after hour after hour after hour of non-stop
incessant neverending water droplets dripping
continuously from the dark clouds above
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UNLOCKING CIRCUITS (SPOILERS!!!!!)
Here is how to unlock new circuits. Initially-available
circuits are so indicated. The following expanse of white
space is to present a buffer so that those who wish to learn
this on their own will not accidentally see it.
Note: The locked circuits were opened using a closed
prototype car (the Audi RBC from Audi Sport UK) with
Intermediate Handling and easy AI Driver Skill at 3 laps per
race. If your quest is to open all the courses as quickly as
possible, why make it any harder on yourself than absolutely
necessary?????
Le Mans Initially available
Bugatti Win at Le Mans in Quick Race
Brno Win at Suzuka West in Quick Race
Donington National Initially available
Donington Grand Prix Win at Catalunya National in Quick
Race
Catalunya National Win at Road Atlanta National in
Quick Race
Catalunya Grand Prix Win at Road Atlanta in Quick Race
Suzuka East Initially available
Suzuka West Win at Donington National in Quick
Race
Suzuka Grand Prix Win at Bugatti in Quick Race
Road Atlanta National Initially available
Road Atlanta Win at Suzuka East in Quick Race
Reverse Courses: Win at ALL normal-direction
Brno circuits in Quick Race; all
Donington National three reverse Courses are
Donington Grand Prix unlocked at once
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UNLOCKING CARS (SPOILERS!!!!!)
Here is how to unlock all the cars in Le Mans 24 Hours. The
initially-available cars are so indicated. Note that often,
the same make and model of car is used by different teams
(with different paint schemes and racing number). A
multiplier (such as x3ı) means that the stated team has more
than one versionı of the specified car, with each versionı
differentiated by racing number.
Also, there are a few instances where identical cars (with
different racing numbers) by the same team are not acquired
together, but by completing separate sections of the game.
In this case, these cars are listed on separate lines in the
table below, with the notation different carı for all such
lines after the first.
The following expanse of white space is to present a buffer
so that those who wish to learn this on their own will not
accidentally see it.
Cars Teams Procurement
-------------------- --------------- ---------------------
Audi A8C Audi Sport UK Initially available
Audi R8 (x3) Audi Sport Team Win Le Mans 2000 at
Joest 24 minutes
Audi R8C Audi Sport UK 0:40.000 or better at
Suzuka East in
Time Trial
Audi R8R (x2) Audi Sport Team Win Super Enduro
Joest Championship
BMW V12 LM Thomas Bscher Win Petit Le Mans at
Promotion 30 minutes
BMW V12 LMR (x2) BMW Motorsport Win Winter Challenge
Championship
Cadillac N LMP (x2) Team Cadillac Win Le Mans 2000 at
10 minutes
Cadillac N LMP (x2) Team Dams Win Le Mans 2000 at
10 minutes
Chrysler Viper GTS-R Carsport Holland Win Petit Le Mans at
10 minutes
Chrysler Viper GTS R Chamberlain Initially available
Engineering
Chrysler Viper GTS R Chamberlain Win Rookie GT
(different car) Engineering Championship
Chrysler Viper GTS R Paul Belmondo Initially available
Racing
Chrysler Viper GTS R Team Goh Initially available
Chrysler Viper GTS R Team Oreca Win Pro GT
(x2) Championship
Chrysler Viper GTS R Team Oreca 1:00.000 or better at
(different car) Donington National
in Time Trial
Chrysler Viper Team Oreca Win Petit Le Mans at
GTS-RT (x3) 10 minutes
Chevrolet Corvette Corvette Racing Win Petit Le Mans at
C5-R (x2) 10 minutes
Courage C 36 La Filiere ELF 1:34.000 or better at
Bugatti in Time
Trial
Courage C 52 Courage 1:45.000 or better at
Competition Brno in Time Trial
Courage C Pescarolo Sport Win Le Mans 2000 at
52-Peugeot 24 minutes
Courage C 60-Judd SMG Win Petit Le Mans at
30 minutes
Debora LMP2000-BMW Bonnet Didier Win Petit Le Mans at
30 minutes
GT2 Konrad 0:46.000 or better at
Motorsport Road Atlanta
National in Time
Trial
GT2 (different car) Konrad 1:01.000 or better at
Motorsport Suzuka West in
Time Trial
GT2 Larbre 1:01.000 or better at
Competition Catalunya National
in Time Trial
GT2 Roock Racing Win Rookie GT
Championship
GT2 Team Augusta Initially available
Racing
Jaguar XJR9 LM Jaguar Win Petit Le Mans at
100 minutes
Lancia LC2 Lancia Win Le Mans 2000 at
24 hours
Lister Storm GTL Newcastle 1:47.000 or better at
Lister Storm Suzuka Grand Prix
in Time Trial
LMGTP (x2) GTC Competition Initially available
LMP JMB Competition Initially available
LMP Joest Racing 1:09.000 or better at
Road Atlanta in
Time Trial
LMP Kremer Racing Initially available
LMP Pilot Racing 1:34.000 or better at
Catalunya Grand
Prix in Time Trial
Lola B2K10-Ford Konrad Initially available
Motorsport
Lola B2K10-Judd Team Rafanelli Win Petit Le Mans at
30 minutes
Lola B2K40-Nissan Multimatic Initially available
Motorsports
Marcos Mantara Team Marcos 1:21.000 or better at
LM600 Donington Grand
Prix in Time Trial
Nissan R390 (x2) Nissan Win Open Prototype
Motorsports Championship
Nissan R390 Nissan Win Prototype Enduro
(different car) Motorsports Championship
Nissan R391 Nissan Win Prototype Enduro
Motorsports Championship
Panoz Esperante GTR Panoz Initially available
(x2) Motorsports
Panoz LMP Spyder Panoz Win GT Endurance
(x2) Motorsports Championship
Panoz LMP-1 (x2) Panoz Win Le Mans 2000 at
Motorsports 24 minutes
Panoz LMP-1 Team Den Bla Win Petit Le Mans at
Avis 30 minutes
Panoz LMP-1 TV Asahi Team Win Le Mans 2000 at
Dragon 10 minutes
Panoz LMP07 Panoz Win Le Mans 2000 at
Motorsports 240 minutes
Peugeot 905 Peugeot Talbot Win Le Mans 2000 at
Sport 24 hours
Porsche 911 GT2 Freisinger Initially available
Motorsport
Porsche 911 GT2 Konrad Initially available
Motorsport
Reynard 2KQ-Judd Johansson Initially available
Matthews
Racing
Reynard 2KQ-Mopar Mopar Team Oreca Win Le Mans 2000 at
(x2) 24 minutes
Reynard ROC Win Petit Le Mans at
2KQ-Volkswagen 30 minutes
(x2)
Riley & Scott MKIII Riley & Scott Initially available
S2 Europe
Sauber C9 Sauber Win Petit Le Mans at
10 hours
WR LMP-Peugeot Welter Gerard Win Petit Le Mans at
30 minutes
WR LMP-Peugeot Welter Rachel Initially available
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INFORMATION ON THE WEB (LE MANS 2000 AND PETIT LE MANS)
For more information on The 24 Hours of Le Mans, visit these
Web sites:
The Official Web Site of The 24 Hours of Le Mans:
http://www.24h-le-mans.com/
Automobile Club de l'Ouest (race organizers):
http://www.lemans.org/
GL24H:
http://www.gl24h.fr.st/
Le Mans Register:
http://user.tninet.se/~aiq291w/
Maison Blanche (named after the final segment of the Le
Mans circuit):
http://www.maisonblanche.co.uk/
Mulsanne's Corner:
http://www.mulsannescorner.com/
For more information on Petit Le Mans, visit these Web sites:
Petit Le Mans - Photo Flashbacks from '98/'99: From the
FastDetails.com Web site
http://www.fastdetails.com/alms/oldplmpics.htm
Petit Le Mans Radio Web: Listed on Yahoo!, but the server
does not respond as of the writing of this guide
http://www.petitlemans.com/
Professional Sports Car Racing, Inc.: Official Web site of
the governing body for the American Le Mans Series
(ALMS), which hosts Petit Le Mans
http://www.professionalsportscar.com/
Road Atlanta: Official Web site of the host circuit of
Petit Le Mans
http://www.roadatlanta.com/
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WISH LIST
Here are some of the things I would personally like to see in
future incarnation of the game:
1.) The Melbourne House/Infogrames promo is definitely cute,
but extremely out of place in a racing game with a real-world
emphasis. This promo desperately needs to be changed (or
eliminated).
2.) Faster loading times overall. Many screens take an
ENORMOUSLY long time to load, which can be rather
frustrating. Learn some tips from the programmers of Tokyo
Extreme Racer Zero and F1 2002 and Kinetica!!!
3.) More options for car set-up. There is certainly no need
for exact gear ratios, etc., but more modification
possibilities would add another level of challenge to the
game.
4.) This is essentially a simulation game, so flags really
should be added. At the very least, local and global yellows
should be included.
5.) Add a/an (oval) test course. This would allow players to
experiment with different cars and set-ups to try to find the
fastest possible speeds, which can be very important in
certain modes of the game.
6.) Damage modeling. I realize this can be a sticky issue in
receiving licenses from car manufacturers, but damage
modeling adds a lot of realism to the game, and forces the
player to be extremely careful with the cars ­ this is
especially true in the full versions of the Le Mans and Petit
Le Mans races. Otherwise, bored players (like me!!!) are
likely to purposely bang around the other cars on the
circuit.
7.) At the bare minimum, Pit Stop times should be given at
the end of a Pit Stop. Ideally, a Pit Stop Clock should be
running when a car comes in for service.
8.) After an off-course excursion, a longer trail of
grass/sand debris should be left behind on the pavement.
9.) In a Championship series, a Forfeit (or similar) option
should be available in case the player wishes to skip a
particular round. This can be especially valuable if a
player has already won all the initial races in a
Championship series and will win the series overall even if
forfeiting one or two rounds.
10.) For those (like myself) with small television screens,
much of the text-based information is FAR too small; numbers
and letters run together, and the green and red colors also
do not help much when trying to read specific information or
numbers (with the lack of separation, 5 and 6 look too much
alike, etc.). A larger font needs to be used, and an
additional one-point or two-point spacing between the
characters would also help greatly.
11.) When in a Pit Stop, why does rain fallı on the lens of
the overhead camera!?!?!?!?!?! I have never seen such a
phenomenon except in the 1980s Dungeons and Dragons cartoon
series!!!!!
12.) Detail to corner workers. With such exquisite detail
given to weather and lighting effects, the cardboard cutouts
representing corner workers is completely, totally,
absolutely, inadequately sub-par. (Note that this is most
noticeable at Le Mans.) Even if they never do anything but
stand behind the guardrails and watch the race unfold, the
corner workers should at least be afforded 3-D rendering.
Fortunately, the trees do not look like cardboard cut-outs,
but they could certainly use some fleshing out as well.
13.) The Le Mans circuit needs MANY more timing points.
14.) Why can I put my car directly in front of another, slam
on the brakes, and bring us BOTH to a full stop? Even worse
in terms of realism, why can I then put us both IN
REVERSE!?!?!?!?!?! The is simply ignorance of basic laws of
physics, and is NOT acceptable!!!!!
15.) A brand-new, never-before-seen racing venue created by
Infogrames would be a great addition to the game. This
should be an unlockable feature, perhaps contingent upon
unlocking ALL other items in the game.
16.) Unfortunately, every Pit Stop is the same. Some degree
of randomness or non-coordination should be introduced to
make Pit Stops a bit more realistic. For example, the tire
changers rarely ever work exactly on the same cue; perhaps
one tire changer is slightly slower on a given Pit Stop.
17.) Le Mans 24 Hours is GREAT overall!!! I strongly suggest
that Infogrames do more endurance-racing games, perhaps one
based on the American Le Mans Series (ALMS). At the very
least, a game not necessarily specific to a series but
featuring endurance races at many circuits around the world
(such as the 24 Hours of Daytona and the 24 Hours of Spa)
would be very interesting. Should this happen, advertise
heavily on Speed Channel (in the States) during their
coverage of such endurance races as the Petit Le Mans and the
12 Hours of Sebring!!!
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CONTACT
For rants, raves, etc., contact me at FEATHER7@IX.NETCOM.COM;
also, if you have enjoyed this guide and feel that it has
been helpful to you, I would certainly appreciate a small
donation via PayPal (http://www.paypal.com/) using the above
e-mail address.
To find the latest version of this and all my other PSX/PS2
game guides, visit FeatherGuides at
http://www.angelcities.com/members/feathersites/
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